Ce travail de thèse a pour cadre le projet Trusted Environment Execution eVAluation (TEEVA) (projet français FUI n°20 de Janvier 2016 à Décembre 2018) qui vise à évaluer deux solutions alternatives de sécurisation des plateformes mobiles, l’une est purement logicielle, la Whitebox Crypto, alors que l’autre intègre des éléments logiciels et matériels, le Trusted Environment Execution (TEE). Le TEE s’appuie sur la technologie TrustZone d’ARM disponible sur de nombreux chipsets du marché tels que des smartphones et tablettes Android. Cette thèse se concentre sur l’architecture TEE, l’objectif étant d’analyser les menaces potentielles liées aux infrastructures de test/debug classiquement intégrées dans les circuits pour contrôler la conformité fonctionnelle après fabrication.Le test est une étape indispensable dans la production d’un circuit intégré afin d’assurer fiabilité et qualité du produit final. En raison de l’extrême complexité des circuits intégrés actuels, les procédures de test ne peuvent pas reposer sur un simple contrôle des entrées primaires avec des patterns de test, puis sur l’observation des réponses de test produites sur les sorties primaires. Les infrastructures de test doivent être intégrées dans le matériel au moment du design, implémentant les techniques de Design-for-Testability (DfT). La technique DfT la plus commune est l’insertion de chaînes de scan. Les registres sont connectés en une ou plusieurs chaîne(s), appelé chaîne(s) de scan. Ainsi, un testeur peut contrôler et observer les états internes du circuit à travers les broches dédiées. Malheureusement, cette infrastructure de test peut aussi être utilisée pour extraire des informations sensibles stockées ou traitées dans le circuit, comme par exemple des données fortement corrélées à une clé secrète. Une attaque par scan consiste à récupérer la clé secrète d’un crypto-processeur grâce à l’observation de résultats partiellement encryptés.Des expérimentations ont été conduites sur la carte électronique de démonstration avec le TEE afin d’analyser sa sécurité contre une attaque par scan. Dans la carte électronique de démonstration, une contremesure est implémentée afin de protéger les données sensibles traitées et sauvegardées dans le TEE. Les accès de test sont déconnectés, protégeant contre les attaques exploitant les infrastructures de test, au dépend des possibilités de test, diagnostic et debug après mise en service du circuit. Les résultats d’expérience ont montré que les circuits intégrés basés sur la technologie TrustZone ont besoin d’implanter une contremesure qui protège les données extraites des chaînes de scan. Outre cette simple contremesure consistant à éviter l’accès aux chaînes de scan, des contremesures plus avancées ont été développées dans la littérature pour assurer la sécurité tout en préservant l’accès au test et au debug. Nous avons analysé un état de l’art des contremesures contre les attaques par scan. De cette étude, nous avons proposé une nouvelle contremesure qui préserve l’accès aux chaînes de scan tout en les protégeant, qui s’intègre facilement dans un système, et qui ne nécessite aucun redesign du circuit après insertion des chaînes de scan tout en préservant la testabilité du circuit. Notre solution est basée sur l’encryption du canal de test, elle assure la confidentialité des communications entre le circuit et le testeur tout en empêchant son utilisation par des utilisateurs non autorisés. Plusieurs architectures ont été étudiées, ce document rapporte également les avantages et les inconvénients des solutions envisagées en terme de sécurité et de performance. / This work is part of the Trusted Environment Execution eVAluation (TEEVA) project (French project FUI n°20 from January 2016 to December 2018) that aims to evaluate two alternative solutions for secure mobile platforms: a purely software one, the Whitebox Crypto, and a TEE solution, which integrates software and hardware components. The TEE relies on the ARM TrustZone technology available on many of the chipsets for the Android smartphones and tablets market. This thesis focuses on the TEE architecture. The goal is to analyze potential threats linked to the test/debug infrastructures classically embedded in hardware systems for functional conformity checking after manufacturing.Testing is a mandatory step in the integrated circuit production because it ensures the required quality and reliability of the devices. Because of the extreme complexity of nowadays integrated circuits, test procedures cannot rely on a simple control of primary inputs with test patterns, then observation of produced test responses on primary outputs. Test facilities must be embedded in the hardware at design time, implementing the so-called Design-for-Testability (DfT) techniques. The most popular DfT technique is the scan design. Thanks to this test-driven synthesis, registers are connected in one or several chain(s), the so-called scan chain(s). A tester can then control and observe the internal states of the circuit through dedicated scan pins and components. Unfortunately, this test infrastructure can also be used to extract sensitive information stored or processed in the chip, data strongly correlated to a secret key for instance. A scan attack consists in retrieving the secret key of a crypto-processor thanks to the observation of partially encrypted results.Experiments have been conducted during the project on the demonstrator board with the target TEE in order to analyze its security against a scan-based attack. In the demonstrator board, a countermeasure is implemented to ensure the security of the assets processed and saved in the TEE. The test accesses are disconnected preventing attacks exploiting test infrastructures but disabling the test interfaces for testing, diagnosis and debug purposes. The experimental results have shown that chips based on TrustZone technology need to implement a countermeasure to protect the data extracted from the scan chains. Besides the simple countermeasure consisting to avoid scan accesses, further countermeasures have been developed in the literature to ensure security while preserving test and debug facilities. State-of-the-art countermeasures against scan-based attacks have been analyzed. From this study, we investigate a new proposal in order to preserve the scan chain access while preventing attacks, and to provide a plug-and-play countermeasure that does not require any redesign of the scanned circuit while maintaining its testability. Our solution is based on the encryption of the test communication, it provides confidentiality of the communication between the circuit and the tester and prevents usage from unauthorized users. Several architectures have been investigated, this document also reports pros and cons of envisaged solutions in terms of security and performance.

Ce travail se place dans le contexte du détecteur de vertex (VXD) composé de capteurs CMOS pour l'ILC, et dans celui du télescope en faisceau du projet européen AIDA. La thèse inclut les tests en faisceau des éléments du télescope AIDA : les super-plans SALAT et les échelles double faces PLUME. Elle questionne la valeur ajoutée en terme d'alignement, des couches double faces de capteurs CMOS pour le VXD de l'ILD. Une nouvelle méthode d'alignement autonome de chacune des 3 double couches du VXD grâce aux mini-vecteurs construits sur chaque zone de recouvrement inter-échelle est proposée et a été testée avec des particules de haute impulsion. Cependant, seules les particules du bruit de fond faisceau, de plus basses impulsions, permettent l'obtention d'une statistique suffisante pour cet alignement. Ce bruit de fond a alors été étudié et une estimation des taux d'occupation des capteurs du VXD a conduit à une ré-estimation des vitesses de lecture des capteurs de chaque couche du VXD. / This work was conducted in the context of a vertex detector (VXD) composed of CMOS sensors for ILD and in the context of the beam telescope of the european project AIDA. The provides the results of beam tests for the new telescope components : the SALAT super-planes and the PLUME double sided ladders. The thesis adresses the added value in terms of alignment, of double sided layers of CMOS sensors for the VXD of ILD. A new standalone alignment method of each of the three double sided layers of VXD with the mini-vectors built on each overlapping zone between the consecutive ladders is analysed. Such alignment was validated with high momentum particles. However, only the beam background particles, with lower momentum, can provide the minimum statistic for this kind of alignment. Thus, the beam background noise was studied and the occupancy rate of the VXD sensors was studied. This led to a reassessment of the readout speed for the sensors of each layer of the VXD.

The economic level of the individual states, the community and the global economy depends on reliable activity and the results of individual economic sectors and subsectors, including all participants in this process. From the entire spectrum of economic sectors the energy sector has been selected as the most important and critical infrastructure in the Czech Republic, the EU, and in the world. The selected energy sector subdivides into other subsectors: electricity, natural gas and oil. The work deals with the analysis of the above mentioned sectors, their fundamentals, stocks, consumption, equipment, resources, entities, price developments and potential risks. The aim of the work is to analyse the state of the energy resources in the Czech Republic, the EU, and in the world, including current and potential threats, to which the key infrastructures have to face.

A Marrakech, circuler dans la ville relève du défi. La ville connaît plusieurs problèmes en termes de mobilité, de stationnement et de transports publics. Les déplacements urbains posent également la question de la fluidité des mouvements, de la sécurité des usagers, de la qualité de vie et de la maîtrise des pollutions sonores et atmosphériques. La mobilité urbaine constitue donc un enjeu actuel et à venir pour la ville de Marrakech. Par ailleurs, la mobilité est un bon indicateur du comportement d’une ville. Comment les Marrakchis se déplacent-ils au quotidien dans leur ville ? Qui se déplace et pour quels motifs ? A quelle fréquence et à quel prix ? Marrakech enregistre 5 millions de mouvements par jour. Sur l’ensemble des déplacements, 60% se font à pied, 21% en deux roues, 15% en voiture et 4% par les transports en commun. Paradoxalement, cette répartition pose déjà des problèmes de congestion et d’insécurité du trafic. Pour quelles raisons Marrakech est-elle arrivée à ce constat ? Quelles sont les mesures mises en place pour améliorer la mobilité urbaine ? D’autres propositions d’amélioration peuvent-elles être apportées en termes de stationnement, de circulation et de transports ? / To drive and to walk in Marrakesh is very demanding. Main issues concerns mobility, parking and public transport. The global approach on urban transportation also concerns the freely flowing, the safety of the users, the quality of life as well as the sound and air pollutions. Therefore, urban mobility is a current and a future issue in the city of Marrakesh. Moreover, the concept of urban mobility is a relevant indicator of the urban policy of a city. How do the unhabitants daily move in their city? More precisely, who moves and what are the reasons that lead people to move? What is the frequency of these moves and what is the price to pay for moving? Five millions of daily trips are counted in Marrakesh. These daily trips share out like this way: 60% are on-foot trips, 21% are two-wheels trips, 15% are car trips and 4% are public transport trips. The paradox consists in this sharing already causes problems of traffic jam and insecurity of the roads. How Marrakech has led to this point? What kind of measures have been chosen to improve urban mobility in Marrakesh? Are there other suggestions that could make the parking, the driving and the transportation to get better?

[pt] A implantação de aplicações baseadas em componentes distribuídos é composta por um conjunto de atividades geridas por uma Infraestrutura de Implantação. Aplicações atuais estão se tornando cada vez mais complexas, necessitando de um ambiente alvo dinâmico e multi-plataforma. Assim, a atividade de planejamento de uma implantação é o passo mais crítico, pois define a configuração da infraestrutura de execução de forma a atender os requisitos do ambiente alvo de uma aplicação. Por outro lado, o modelo de serviço na nuvem chamado Infraestrutura como Serviço(IaaS) oferece recursos computacionais sob demanda, com características dinâmicas, escaláveis e elásticas. Nesta dissertação nós estendemos a Infraestrutura de Implantação para componentes SCS de forma a permitir o uso de nuvens privadas ou públicas como o ambiente alvo de uma implantação, através do uso de uma cloud API e políticas flexíveis para especificar um ambiente alvo personalizado. Além disso, hospedamos a infraestrutura de implantação na nuvem. Isto permitiu-nos usar recursos computacionais sob demanda para instanciar os serviços da Infraestrutura de Implantação, produzindo uma Plataforma como Serviço(PaaS) experimental. / [en] Deployment of distributed component-based applications is composed of a set of activities managed by a Deployment Infrastructure. Current applications are becoming increasingly more complex, requiring a multi-platform and a dynamic target environment. Thus, the planning activity is the most critical step because it defines the configuration of the execution infrastructure in order to satisfy the requirements of the application’s target environment. On the other hand, the cloud service model called Infrastructure as a Service (IaaS) offers on-demand computational resources with dynamic, scalable, and elastic features. In this work we have extended the Deployment Infrastructure for SCS componentes to support private or public clouds as its target environment, through the use of a cloud API and flexible policies to specify a customized target environment. Additionally, we host the Deployment Infrastructure on the cloud, which allow us to use on-demand computational resources to instantiate Deployment Infrastructure services, creating an experimental Platform as a Service (PaaS).

A construção pesada brasileira, setor produtor das rodovias, túneis, aeroportos, portos, ferrovias, metrovias, barragens, usinas hidrelétricas e obras de arte, pontes e viadutos - bens que compõem a infraestrutura nacional - além de dinamizar diretamente as demais indústrias, contribuir para ocupação da mão de obra e absorver conhecimento tecnológico, é também formadora de uma engenharia nacional de alta especialidade técnica, reconhecida e respeitada no mundo todo. Para se entender a pujança desta atividade industrial, parte-se da gênese histórica da construção pesada nacional e das grandes firmas. Verifica-se o funcionamento do setor, aspectos técnicos, jurídicos, econômicos, políticas, materiais, máquinas, pessoal e demanda. E, por fim, a distribuição espacial, localização de obras e empresas. A estruturação da construção pesada acompanha o processo da industrialização nacional, dinamizado, sobretudo, a partir dos anos 1930. De 1960 a 1970 o setor montado vive a expansão interna com o aumento da demanda e início da inserção no mercado regional. Após a desaceleração da demanda interna a partir dos anos 1980, as construtoras partem para concessões de serviços públicos e demanda externa de construção de obras pesadas. Mantém-se pela expansão via diversificação de atuação e multinacionalização, as quais tomam força a partir da década 1990. Com as políticas nacionais de privatizações passam a atuar as firmas em saneamento, telecomunicações, energia, petroquímicos, transportes, defesa, mineração, óleo e gás, bioenergia, mobilidade urbana, empreendimentos imobiliários, têxtil, naval. Nos anos 2000 consolidam-se como grandes grupos empresariais atuantes nos mais diversos setores econômicos e retomam com força às atividades de construção de infraestruturas internas estimuladas por novas demandas públicas. A partir dos anos 2010 inicia-se o reajuste do setor. O objetivo principal deste trabalho é o de compreender o setor da construção pesada brasileira sua consolidação, expansão e multinacionalização, a partir da combinação de aspectos naturais e sociais. Um setor complexo que atingiu preponderância regional e consagrado destaque mundial associado ao protagonismo de empresas, que começaram pequenas, cresceram, disputaram e ganharam mercados internacionais, demonstrando excelência. / Brazilian heavy construction, road, highways, railroads, underground, marine construction, bridges, tunnels, harbor and port facilities construction, dams, hydroelectric power plant construction infrastructure suppliers products - besides being important to the overall economy, pushing other industries, it contributes to job generation and technological knowledge, and it is also responsible for a high specialized national engineering, acknowledged and respect all over the world. To understand the strength of this sector, firstly the research follows historical data about beginning of Brazilian heavy construction industry and Brazilian main enterprises. Then how the sector works, technical activities, rules, laws and regulations, policies and practices, materials, equipments, labor and demand. Finally where main heavy constructions have been distributed and Brazilian contractors are located. Brazilian heavy construction sector increased while the national industrialization process was set down planning by political policies most since 1930. From 1960 to 1970 stimulated by public sector and assistance from the federal government and domestic demand Brazilian contractors reach technical skills make them ready to foreign market. When recession issues from the 1980s weaken some Brazilian industries, contractors start operating new segments as public service concessions merging more easily export policies. Consolidated in the 1990s whether by diversification due to privatization projects or multinationalization strategies. They have started business in sanitation, telecommunication, power, petrochemicals, transportation, defense, mining, oil and gas, bioenergy, building construction. In the 2000 already powerful organized corporations acting in many different economic activities, attracted by internal infrastructure demand, they come back where they had started. From 2010 sector has known little by little its breakdown. This text intends to understand Brazilian heavy construction its beginning, consolidations, development, distribution and internationalization, following natural and social aspects arrangement. A very complex sector which had a long time achieved regional leadership and worldwide acknowledgment.

Palco de manifestações multitudinárias neste início de século, as cidades têm presenciado o embate entre os desejos subjetivos por habitar espaços inclusivos, sustentáveis, compartilhados e geridos entre todos, e a crescente exclusão e destruição dos espaços comuns, provocadas principalmente pela especulação imobiliária e pelo consumo como experiência de vida. Em luta por um direito à cidade renovado, calcado no fazer cidade entre todos, de baixo para cima, coletivos de ativistas e movimentos de moradores vêm se conformando como laboratórios de comuns urbanos em todo o mundo. Em cinco anos de luta pela criação de um parque no Centro de São Paulo, impedindo a construção de três torres de concreto em uma região já adensada e com baixo índice de áreas verdes, o Movimento Parque Augusta tornou-se, a partir de suas práticas, um símbolo das possibilidades geradas nesses laboratórios, experimentando e produzindo em comum, como uma comunidade epistêmica. Este estudo traz um relato das características que permitem configurar o Movimento Parque Augusta como um comum urbano, construído em dois anos de observação colaborativa, análise de documentos e redes digitais. Ele mostra como a constituição da comunidade e sua governança, as ferramentas de ação, deliberação e comunicação por ele utilizadas, bem como os produtos construídos em comum, formam um protótipo que entregam como legado para coletivos e lutas afins / A stage of multitudinous demonstrations in the beginning of XXI century, big cities have witnessed the clash between subjective desires for inhabiting inclusive, sustainable, shared and managed spaces among all, and the increasing exclusion and destruction of common spaces, caused mainly by real estate speculation and consumption as a life experience. In a struggle for a renewed right to the city, based on making city among all, a bottom-up experience, collective activists and neighbors movements around the world have been conforming themselves as urban common laboratories. In five years of struggle for a park in São Paulo center area, preventing the construction of three towers in an already densely populated area with a low index of trees, Movimento Parque Augusta became, through its practices, a symbol of these laboratories possibilities, experimenting and producing in common, as an epistemic community. This study brings an ethnographic view about what characterizes Movimento Parque Augusta as an urban common, built in two years of collaborative observation, document and digital networks analysis. It shows how the constitution of the community and its governance, the tools of action, deliberation and communication used by it, as well as the products built in common, form a prototype that they deliver as a legacy for collectives and related struggles

Dans cette thèse sont définis et décrits des processus d'industrialisation qui ont pris naissance au sein d'unités de production ayant existé dans le département de la Meuse (France) entre 1790 et 1914. Dans la modélisation proposée, chaque unité de production étudiée fait à tout moment partie d'un système d'industrialisation évolutif, qui comprend d'autres sous-systèmes. Figurent ainsi, autour d'une unité de production, la population, les ressources naturelles, les infrastructures, les formes d'énergie et le financement. L'environnement des systèmes d'industrialisation est constitué par la législation, elle-même évolutive.<br />Les sous-systèmes du modèle sont décrits dans une première partie, et des informations à caractère général sont données quant au développement de chacun d'eux en tant que tel, entre 1790 et 1914.<br />Dans une seconde partie, des systèmes d'industrialisation particuliers sont décrits pour un certain nombre de secteurs d'activité industrielle, notamment la métallurgie, les textiles, les verreries et faïenceries, l'industrie des cuirs et peaux, du bois et de la production alimentaire. Des études de cas proposent des restitutions sous la forme de récits historiques, et des mises en perspective replacent ces systèmes d'industrialisation choisis dans le contexte plus général de l'activité concernée du département étudié, et plus largement dans la France du XIXe siècle.

Nos travaux s'inscrivent dans le domaine du génie logiciel pour les systèmes informatiques à large échelle. Notre objectif est de fournir des techniques et des outils pour aider les architectes logiciels à maîtriser la complexité toujours grandissante de ces systèmes. Principalement fondées sur des approches par ingénierie des modèles, nos contributions s'organisent autour de trois axes. Le premier axe concerne le développement de systèmes à la fois fiables et flexibles, et ce à base de composants hiérarchiques équipés de capacités de reconfiguration dynamique. Par l'utilisation de nouvelles formes de contrats logiciels, les systèmes et frameworks que nous proposons prennent en compte differents formalismes de spécification et maintiennent les contrats à jour pendant l'exécution. Une seconde partie de nos travaux s'intéresse à fournir des capacités auto-adaptatives à ces systèmes contractuels, à travers des mécanismes de négociation de contrats et des sous-systèmes de monitoring eux-mêmes auto-adaptatifs. Un troisième axe concerne les lignes de produits logiciels dans lesquelles les features models sont largement utilisés pour modéliser la variabilité. Nos contributions consistent en un ensemble d'opérateurs de composition bien définis et implémentés efficacement pour les feature models, ainsi qu'un langage dédié permettant leur gestion à large échelle.

L'objectiu central de la tesi és estudiar els processos que permeten aconseguir un desenvolupament local a llarg termini de les ciutats mitjanes a partir de la implantació d'una gran infrastructura com el Tren d'Alta Velocitat (TAV). Es parteix de la hipòtesi que el desenvolupament local urbà a partir del TAV depèn de factors objectius i de factors subjectius (dels subjectes), uns factors que prenen una forma particular en el desenvolupament de les ciutats mitjanes. La tesi es divideix en una primera part teòrica i segona de més aplicada.Diversos autors han arribat a la conclusió que la relació tradicional que s'ha donat entre les infrastructures de transport i territori parteix d'uns paradigmes deterministes, que s'exemplifiquen amb una relació de "causa-efecte". Per aquest motiu, s'han criticat els estudis sobre els efectes socioeconòmics de les infrastructures de transport, així com el mateix concepte d'"efecte". Aquesta crítica es repeteix els estudis sobre el TAV i les ciutats mitjanes, que arriben a la conclusió que el desenvolupament econòmic no és un fet automàtic i que no es poden predir les conseqüències a mig i llarg termini del TAV.El desenvolupament local a partir del TAV, doncs, estaria relacionat amb tres elements principals. En primer lloc, entendre que la ciutat -i el territori- és un fenomen complex i, com a tal, cal abordar-lo des de la teoria dels sistemes complexos. En segon lloc, la gran infrastructura ha de convertir-se en un recurs endogen (interconnexió amb la xarxa local d'actors i territorialització en el milieu de la ciutat) per a que pugui contribuir al desenvolupament. En tercer lloc, la dinàmica de governance dels actors és primordial, i es divideix en la gestió interna de la xarxa local (projecte local) i la gestió multinivell de les administracions.En base als referents teòrics, es construeix una metodologia per avaluar el grau de desenvolupament local que ha comportat el TAV en tres ciutats mitjanes de l'arc mediterrani europeu, Lleida, Avinyó i Novara, situades respectivament a Espanya, França i Itàlia. La metodologia preveu l'estudi d'aspectes tècnics de la ciutat com els de transport (Posició territorial de la ciutat a partir del TAV, Característiques de l'estació TAV), urbanístics (Model urbanístic a escala municipal/urbana, Model urbanístic a escala de l'estació) i econòmics (Diferents projectes econòmics de la ciutat relacionats amb el TAV). També preveu l'estudi d'aspectes organitzatius externs (Els agents supralocals i els seus projectes, Grau de conflictivitat i cooperació en les relacions dels agents locals i supralocals) i interns (Capacitat de creació d'un projecte de ciutat a partir del TAV, Agents que participen en el projecte local i la seva dinàmica, Àmbit territorial dels projectes). Finalment s'efectua una avaluació del procés i dels resultats del desenvolupament local.Com a conclusió es demostra que el procés de desenvolupament local a partir de les grans infrastructures de transport depèn, en bon part, de la capacitat de governance. Depèn, per un cantó, de la capacitat dels agents locals d'elaborar un projecte de desenvolupament i liderar unes estratègies d'aprofitament i, de l'altre, de la capacitat dels agents del territori (estatals, regionals, locals) de crear aliances i cooperació per planificar la infrastructura de transport. Finalment es presenten un seguit de recomanacions a les ciutats que volen planificar l'arribada del TAV per a que contribueixi a un desenvolupament amb les característiques d'eficàcia, sostenibilitat, productivitat i equitat. / The central goal of this thesis is to study the processes that allow to achieve a long-term local development of medium-sized towns from the implantation of a great infrastructure like High Speed Train (HST). Is started from the hypothesis that the urban local development from the HST depends on objective factors and on subjective factors (of subjects), some factors that take a particular form in the development of medium-sized towns. The thesis is divided into a theoretical part and a second applied part. Several authors have concluded that the traditional relationship between transport infrastructures and territory departs of some deterministic paradigms, such a cause-effect relation. For this motive, they have criticized the studies of socioeconomic effects of transport infrastructures, as well as the concept of "effect". These criticisms are made as well to the relation between HST and medium-sized towns. Many authors conclude that economic development is not an automatic fact and that consequences of HST can not be predicted in half and long term.Local development from the HST, then, would be related to three main elements. First, we need to understand that city and territory are complex phenomenons and, for this, it is necessary to approach them from the theory of complex systems. Second, the great infrastructure has to become an endogenous resource (interconnection with the local network of actors and territorialisation in the milieu of the city) to contribute to development. Third, dynamics of governance between actors is fundamental. It can be divided into internal management of local network (local project) and multilevel management of administrations.With regard to theoretical referents, a methodology is constructed to estimate the degree of local development that has entailed HST in three medium-sized towns of European Mediterranean arch, Lleida, Avingnon and Novara, placed respectively in Spain, France and Italy. The methodology proposes the study of technical aspects of the city like those of transport (Territorial position of the city in HST system, Characteristics of HST station), urban planning (Municipal urban planning model, Urban planning model at scale of station) and economy (Different economic projects of the city related to HST). It also proposes the study of external organizational aspects (Supra-local agents and their projects, Degree of conflictivity and cooperation between local and supra-local agents) and internal (Capacity of creation of a local project from HST, Agents that participate in local project and their dynamics, Territorial area of projects). Finally it is made an evaluation of process and results on local development.As a conclusion it is demonstrated that process of local development from great transport infrastructures depends, basically, on the capacity of governance. It depends, on one side, on the capacity of local agents to elaborate a development project and to lead some strategies and, on the other side, on the capacity of territorial agents (state, region, local) to create alliances and cooperation to planning the transport infrastructure. Finally, some recommendations are presented to the cities that want to plan the arrival of the HST and want to produce development with characteristics of efficiency, sustainability, productivity and equity.