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This study aims to study the concept of Interrail and its importance for students' train journeys when it comes to students' portraits of train tourism. The empirical data has been collected through a qualitative method. The implementation of the method has been done through semi-structured interviews with college/ university students. The theoretical material is based on Lena Mossberg and Monica Hanefors (2007) reasoning on Storytelling, as well as Scott A. Cohen, Girish Prayag and Miguel Moital (2013) reasoning on consumer betting.  The results show that the Interrail concept is based on six steps which is 1, freedom. 2, flexibility. 3, value. 4, connection. 5, comfort. 6, support. Interrail offers an adventure element but also at the same time a safety element. The traveler knows that they have their ticket, they know where it is valid and for how long. If the traveler's intention is to travel around several countries, Global Pass is the best option. On the other hand, if the traveler only wants to visit a particular country, One Country Pass is the best option. Train tourism gives students the chance to experience different landscapes and villages, something that air travel does not provide the opportunity for. In addition, train tourism gives students an option to leave everyday life aside and have more freedom. Trains as a travel option give students the chance to experience Europe in a new way. By visiting several different cities, cultures and enjoying different landscapes, train tourism creates an educational experience for young people to reflect on their life. / Denna studie syftar till att studera konceptet med Interrail och dess betydelse för studenters tågresor när det kommer till studenters porträtt av tågturism. Det empiriska datamaterialet har samlat in genom en kvalitativ metod. Genomförandet av metoden har skett genom semistrukturerade intervjuer med högskola/ universitet studenter i åldrarna 22 till 25 år. Det teoretiska materialet bygger på Lena Mossberg och Monica Hanefors (2007) resonemang om Storytelling samt Scott A. Cohen, Girish Prayag och Miguel Moital (2013) resonemang om konsumentbeteende.  Resultatet visar på att Interrail koncept bygger på sex steg vilket är 1, frihet. 2, flexibilitet. 3, värde. 4, anslutning. 5, komfort. 6, support. Interrail erbjuder ett äventyrselement samtidigt som det ger ett säkerhetselement. Resenären vet att de har sin biljett, de vet var den är giltig och hur länge. Om resenärens avsikt är att åka runt i flera länder, är Global Pass det bästa alternativet. Å andra sidan om resenären bara vill besöka ett visst land, är One Country Pass det bästa alternativet. Tågturismen ger studenter möjlighet att uppleva olika landskap och byar något som flygresor inte ger möjligheten till. Dessutom ger tågturismen studenter ett alternativ att lämna det vardagliga livet åt sidan och ha mer frihet. Tåg som resealternativ ger studenter chansen att uppleva Europa på ett nytt sätt. Genom att besöka flera olika städer, kulturer och njuta av olika landskap skapar tågturism en lärorik upplevelse för ungdomar att reflektera över sitt liv.

The purpose of this study was to increase knowledge of the effects of prenatal substance use and to introduce the special nutritional needs of pregnancy in two counties in a region with high rates of low birth weight and prenatal substance abuse. A comparison of the efficacy of the educational program being delivered by a registered dietitian or by a group of high school students trained by the dietitian was performed. One hundred six high school students participated in the program and took identical pre- and posttests. The tests were compared to measure knowledge gain and were analyzed by paired t-tests. All respondents demonstrated a statistically significant increase in knowledge. The group receiving instruction from the registered dietitian and the group receiving instruction from the trained high school students demonstrated virtually identical gains in knowledge as measured by the testing instruments.

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Sveriges järnvägsnät utgör en viktig del i landets infrastruktur och transporterar både människor och stora mängder gods. Järnvägsnätet är dock störningskänsligt och då stora delar av infrastrukturen är enkelspårig blir alla fordon som trafikerar samma linje beroende av varandra och en försening på ett tåg resulterar ofta i följdförseningar till övriga tåg på samma linje. Idag sker uppföljning av förseningsorsaker manuellt och ofta lång tid efter att det hänt vilket resulterar i osäkra och opålitliga data. Målet med detta projekt är att utveckla en prototyp för ett rapporteringssystem som skulle kunna implementeras i Sveriges järnvägsnät för att möjliggöra realtidsuppföljning på förseningar som uppstår. Förutom att rapporteringen ska ske i realtid ska även användaren direkt notifieras när en försening uppstår och på så sätt inte själv behöva ha koll på det. Resultatet av projektet var en prototyp som i realtid upptäcker förseningar och då notifierar den berörda användaren om att en försening uppstått, vid vilken station det skett och förseningens omfattning i antal minuter. Användaren har då möjlighet att rapportera orsak till förseningen. Prototypen upptäcker även följdförseningar. / The Swedish rail network constitutes an important part of its infrastructure and transports both people and large quantities of goods. Unfortunately, the rail network is susceptible to disruptions since a large amount of the rail network consists of one-track sections. Trains that traffic these sections are dependent on each other. One delay may result in subsequent delays for other trains. The follow-up of causes of delays is today done manually and often weeks after it occurred which may results in uncertain and unreliable data. The goal of the project is to develop a prototype of a reporting system which could be implemented into the Swedish railway network to enable real time monitoring of delays that occurs. The prototype should notify the user when a new delay has occurred. The result of the project was a prototype which in real time detects delays and notifies the affected users that a delay has occurred, at which station it happened and the extent of the delay is presented in minutes. The user then has an opportunity to report cause of delay. The prototype also detects subsequent delays.

A model that can be used to analyze both current and future high-speed rail corridors is presented in this work. This model has been integrated into the Transportation Systems Analysis Model (TSAM). The TSAM is a model used to predict travel demand between any two locations in the United States, at the county level. The purpose of this work is to develop tools that will create the necessary input data for TSAM, and to update the model to incorporate passenger rail as a viable mode of transportation. This work develops a train dynamics model that can be used to calculate the travel time and energy consumption of multiple high-speed train types while traveling between stations. The work also explores multiple options to determine the best method of improving the calibration and implementation of the model in TSAM. For the mode choice model, a standard C logit model is used to calibrate the mode choice model. The utility equation for the logit model uses the decision variables of travel time and travel cost for each mode. A modified utility equation is explored; the travel time is broken into an in-vehicle and out-of-vehicle time in an attempt to improve the model, however the test determines that there is no benefit to the modification. In addition to the C-logit model, a Box-Cox transformation is applied to both variables in the utility equation. This transformation removes some of the linear assumptions of the logit model and thus improves the performance of the model. The calibration results are implemented in TSAM, where both existing and projected high-speed train corridors are modeled. The projected corridors use the planned alignment for modeling. The TSAM model is executed for the cases of existing train network and projected corridors. The model results show the sensitivity of travel demand by modeling the future corridors with varying travel speeds and travel costs. The TSAM model shows the mode shift that occurs because of the introduction of high-speed rail. / Master of Science

This thesis aims at systematically studying the possibilities of minimising devastatingconsequences of high-speed derailments by appropriate measures and features in thetrain design, including the running gear. The course of events immediately afterderailments is studied with respect to whether the train stays upright and close to thetrack centre line or deviates laterally with probably serious consequences. There is abelief in the railway community that some trains can better cope with derailment thenothers, although this superiority is apparently hard to quantify.Firstly, an empirical database has been established containing as much relevantinformation as possible of past incidents and accidents occurred at higher speeds due tomechanical failure close to the interface between the running gear and the track, as wellas other causes that ultimately brought the train into a derailed condition. Although nevertwo derailments are the same, certain patterns appeared to crystallise after analysing thecourse of events immediately after the failure based on the descriptions available in eachincident or accident report. Ultimately, this led to that several critical vehicle parameterscould be distinguished as capable to influence the outcome of a derailment.Secondly, two of the critical vehicle features found in the first stage have been subject todetailed analysis by means of multi-body system (MBS) simulations. The first phase ofthe computer simulation program focused on studying the tendency of a wheelset toderail as a result of an axle journal failure on the outside of the wheel. The prederailmentcomputer simulation model has been validated with good results for twoauthentic Swedish events of axle journal failure.Thereafter, one of the newly found critical vehicle feature, the wheelset mechanicalrestrictions relative to the bogie frame, have been extensively studied on an X 2000power unit and trailer car model. The results show that a vertical mechanical restrictionof the wheelset relative to the bogie frame of approximately 50 to 60 mm is capable ofkeeping the wheelsets on the rails after an axle journal failure, for the studied conditions.An axle mounted brake disc constitutes the second critical vehicle feature that has thepotential to favourably influence the sequence of events in cases of wheel flangeclimbing. A minimal range of geometrical parameters for which the rail would safely fillthe gap between the brake disc and the wheel has been calculated.The third and last part of the thesis establishes the prerequisites necessary in order tostudy the remaining of the critical vehicle parameters found in the first part, whichrequires complete MBS simulations of derailed vehicles rolling on track structures, i.e.concrete sleepers. To accomplish this task, hysteresis data for the force as function ofconcrete material indentation, are aimed to be acquired by means of finite element (FE)simulations. Therefore, the intended FE model of wheel-concrete sleeper impact issubjected to a tentative validation procedure. A good agreement is observed whencomparing the FE model results with an authentic accident in terms of concrete sleeperindentation. Furthermore, preliminary results in terms of a wheelset tendency to reboundafter concrete sleeper impact are presented. / QC 20101125

The world-wide development of new high-speed rail lines has led to more stringent design requirements for railway bridges. This is mainly due to the fact that a train at high speeds can cause resonance in the bridge superstructure.  In order to avoid problems of this kind, it has become essential to perform dynamic simulations, which are usually carried out in a time consuming finite element program. The main reason for not using an analytical solution is that this type of solution only exists for simple bridges, e.g., simply supported bridges. The aim of this thesis, is therefore the development of a simplified analytical model for preliminary dynamic analyses of railway bridges. The model is then used in several studies, both parametric and probabilistic ones, to determine the dynamic response of various railway bridges under moving loads. Special attention is paid to acceleration levels in the bridge superstructure, because previous studies have shown that these are often decisive. In the design, both the model and the numerical simulations can be used with considerable effectiveness to help engineers to define their structural systems. All bridges, throughout this thesis, have been modelled with elastically supported multi-span Bernoulli-Euler beams. The amount of dissipated energy is modelled using modal damping. The train load is modelled by concentrated loads, which implies that the vehicle-bridge interaction is not considered. A model with these characteristics can be used to analyse simply supported concrete bridges as well as multi-span steel bridges. Another advantage of the proposed method is that the solution is exact, because the equation of motion has been solved using a Laplace transform. A lot of effort has been made to have a model both as simple as possible and flexible enough to be able to study a wide variety of structures. The results of the case studies have shown that concrete bridges are more suitable than steel and composite bridges for use in the new high-speed lines. The simulations have also shown that short-span railway bridges have problems in meeting the design requirements. This confirms the high acceleration levels that were recorded in France, just after the inauguration of the new high-speed line between Lyon and Paris, on several short-span bridges. Furthermore, it was found that a multi-span bridge has a reduction in its dynamic response of up to 60 % compared to a similar simply supported bridge. / Utbyggnaden av nya höghastighetsbanor i världen har resulterat i striktare krav vid dimensionering av järnvägsbroar. Orsaken är främst att tåg vid höga hastigheter kan orsaka resonans i brons överbyggnad. För att kontrollera dessa effekter krävs omfattande dynamiska simuleringar, vilket ofta utförs med tidskrävande FE-analyser. Med analytiska metoder kan beräkningstiden minskas dramatiskt, dessa är dock ofta begränsade till enkla elementarfall, t.ex. fritt upplagda balkar. Syftet med föreliggande avhandling är att utveckla flexibla hjälpmedel för dynamiska kontroller av järnvägsbroar. Avhandlingen fokuserar på accelerationer i brons överbyggnad eftersom tidigare studier har visat att det är den som ofta är dimensionerande. Utöver detta görs det också ett flertal fallstudier och probabilistiska analyser. Ett stort fokus i arbetet har varit att modellen ska vara tillräckligt flexibel för att kunna analysera olika brotyper, samtidigt som mängden indata är begränsad. Följaktligen består modellen av en serie visköst dämpade Bernoulli-Euler balkar som vilar på elastiska upplag. Tåglasten beskrivs med rörliga punktlaster som appliceras direkt på brons överbyggnad utan att interaktion mellan tåg-spår-bro beaktas. Med dessa egenskaper kan modellen användas till att analysera alltifrån fritt upplagda betongbalkbroar till kontinuerliga samverkansbroar. En annan fördel med den föreslagna modellen är att lösningen är exakt eftersom rörelseekvationen har lösts med en Laplacetransform. Resultaten från fallstudierna visar att betongbroar har lägre dynamisk respons om man jämför med stål- och samverkansbroar. Simuleringarna bekräftar också resultat från tidigare studier som visar att broar med korta spann har svårt att uppfylla accelerationskravet. Detta är något som man också har erfarit i Frankrike, där man efter invigningen av höghastighetslinjen mellan Lyon och Paris uppmätte höga accelerationer hos ett flertal korta broar. Vidare visar också analyserna att en kontinuerlig balkbro har upp till 60 % lägre accelerationer jämfört med om samma bro hade utförts som fritt upplagd. / <p>QC 20130529</p>

This thesis project is a case study of how to work with the built environment. It is a case study investigating the themes of renovation, transformation and adaptive reuse. By gathering historical research through archives, fieldwork on site and interviews I have developed one method of working with this existing building. This transformation project is a design proposal of an existing train station building that is threatened to be overturned and no longer serve its primary function as a train station. In this design proposal the existing train station will be transformed into an exhibition space for KTH.

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