Planifier les horaires des trains qui circulent sur un réseau constitue une tâche complexe. En Europe, elle s'inscrit dans un processus qui voit le gestionnaire d'infrastructure opérer des choix pour répartir une ressource rare, la capacité d'infrastructure, entre des usages concurrents - commerciaux (trains de voyageurs et de marchandises) et de maintenance (travaux) - et des demandeurs multiples. Dans ce travail, nous cherchons à mieux cerner comment s'organise et fonctionne le processus pour le réseau ferré français par le prisme du fret, activité ouverte à la concurrence depuis 2006 mais qui traverse une crise structurelle depuis plusieurs décennies. Les différentes facettes temporelles du processus de répartition des capacités constituent le fil conducteur de notre analyse. A travers une démarche croisant le point de vue du gestionnaire d'infrastructure et celui de ses clients, au premier rang desquels les entreprises ferroviaires, nous montrons que le fret occupe une place singulière dans ce processus qui se structure selon un calendrier spécifique, fruit de dispositions règlementaires européennes et d'héritages et de choix nationaux. La question de la qualité de sillons offerts par le gestionnaire d'infrastructure est appréhendée sous l'angle d'une articulation entre composantes de court et de long termes par rapport à l'échéance de circulation. Activité plurielle, le fret a besoin de flexibilité et de visibilité. Nous nous intéressons enfin aux sillons-catalogue en tant que dispositif participant à garantir de la capacité au fret. Une analyse de la méthode allemande, à travers le projet neXt, est proposée en guise de contrepoint. Nous mettons en évidence que l'équilibre entre des exigences industrielles (standardisation) et commerciales (personnalisation) dans la production des sillons est indispensable mais demeure délicat à établir / Train timetabling on a rail network is a complex task. In Europe, this issue lies within a process for which the infrastructure manager has to consider competing uses - passenger and freight trains as well as maintenance work - and several users of a scarce resource, infrastructure capacity. The aim of this research is to better understand the way this process is organised and works on the French rail network. We have chosen to tackle this issue focusing on freight as an activity which has been opened up to competition since 2006 but has experienced structural difficulties for decades. The various time aspects of the capacity allocation process are the key focus of our analysis. Our approach considers the perspectives of the infrastructure manager and of their customers, foremost among which are train operating companies. We highlight that freight occupies a unique place in this process which is based on a schedule resulting from both European regulations and the legacy of decisions taken at the national level. The issue of the quality of the train paths offered by the infrastructure manager is studied with a focus on the links between short and long term requirements with regard to the train running deadline. In spite of their diversity, we demonstrate that freight operators need flexibility and visibility. Finally, we analyse catalogue paths as a specific offer that aims to guarantee capacity for freight. The German method, through the neXt project, provides an alternative insight into this issue. Accommodating freight train paths into the timetable is essentially a necessary but delicate balance of interests: standardisation vs. customisation

No description available.

This paper analyzes the effects of emerging technologies in intermodal terminals and marshallingyards, based on “Intelligent Video Gate” project within the H2020 – Shift2Rail initiative. Projectaim is to initiate the next logical step to a higher level of automation in terminals and to reduce thelead-time needed for the identification/verification process of freight trains. Thesis projectexamine different emerging technologies that could be applied in intermodal terminal automationand possibilities for their application in different processes. Technologies considered in researchare RFID, cameras, scanners, sensors, GPS and scales. Marshalling yard as important freight nodeon railway network is included in research, where departing processes are examined, andtechnology proposed for automation of brake test procedures.Qualitative research is used as a method to investigate current processes in intermodal terminaland marshalling yards. This research included all the processes from train arrival to the terminal,through transshipment processes and train departure from the terminal. Research also conducteddifferent steps which Intermodal Transport Units go through during operations in intermodalterminal. Knowing processes enabled next step in qualitative research, finding the opportunitiesfor improvements in operations. Third step in qualitative research investigated different emergingtechnologies and as a result gave opportunities and obstacles behind each of technologies.Complementing findings from qualitative research, model simulation is performed, based onoperations in Malmö Kombiterminal. Intermodal terminal operations are simulated in Planimate®software. Addition to the qualitative research is finding the opportunities for improvements inmarshalling yards and proposing emerging technology that could be applied.Master thesis successfully accomplished the task of finding the effects of emerging technologiesin intermodal terminals and marshalling yards. The methodology concluded to be appropriate onefor building task solution. The project is viewed as a breakthrough in this domain but theexpectations for Intelligent Video Gate should stay realistic and proceeded carefully. Eliminationof brake test in marshalling yards is also very optimistic goal but should be followed by appropriatesafety rules and regulations. Simulation of complex systems such as intermodal terminals andmarshalling yards is the task that should be supported by accurate and detailed data, in order tokeep the model and results more realistic.

In der Verkehrswirtschaft findet ein von der Europäischen Union ausgelöster Deregulierungsprozess statt, welcher zu neuen und wissenschaftlich bisher nicht identifizierten Geschäftsmodellen in den Transportketten des Schienengüterverkehrs in Europa geführt hat. Diese Geschäftsmodelle stellen den Untersuchungsgegenstand der Dissertation dar. Zur Durchführung deren Identifikation definiert der Autor ein Geschäftsmodellverständnis und grenzt dieses vom Strategiebegriff ab. Er konkretisiert den Geschäftsmodellbegriff mit der Art und Weise der Wertschöpfung im Unternehmen und nutzt dafür unter anderem theoretische Ansätze des strategischen Managements und der Institutionenökonomie. Die gewählten Ansätze verknüpft er zu einem Wertschöpfungswürfel, mit welchem er die Identifikation der Wertschöpfung in den Geschäftsmodellen des Schienengüterverkehrs vornimmt. Den Leistungsumfang der Geschäftsmodelle des Schienengüterverkehrs gegenüber den Kunden bringt der Autor durch die Berücksichtigung der Transportketten in die Diskussion ein. Aus den Dimensionen Art und Weise der Wertschöpfung und Leistungsumfang in den Transportketten bildet er ein Portfolio zur Geschäftsmodellidentifikation, welches neun theoretische Geschäftsmodelle in den Transportketten des europäischen Schienengüterverkehrs beschreibt. Um die Geschäftsmodelle auch empirisch nachzuweisen führt der Autor eine Studie unter Güterbahnen im deutschsprachigen Raum durch. Die Auswertung erfolgt mittels einer Korrespondenzanalyse, durch welche das theoretisch aufgestellte Portfolio bestätigt wird und sechs zum Teil signifikant verschiedene Geschäftsmodelle in den Transportketten des Schienengüterverkehrs identifiziert werden. Mittels der entwickelten Geschäftsmodelllogik ermittelt der Autor den Veränderungsbedarf je Geschäftsmodell, wofür auch erweiterte Korrespondenzanalyen zur Anwendung kommen. (Autorenreferat) / In transport economics a deregulation process is taking place, triggered by the European Union, which has led to new and not scientifically identified business models in transport chains of European rail freight transport. These business models represent the examination subject of the thesis. For their identification the author defines an understanding of business model and delimits this from the strategy concept. He puts the business model concept in concrete terms with the way of the added value in the enterprise and uses among other things theoretical approaches of the strategic management and the institutional economics. He connects the chosen approaches to an added value cube with which he carries out the identification of the added value in the business models of rail freight transport. Considering also transport chains the author brings into the discussion the scope of work of the business models of rail freight transport for the customer. Out of the dimensions ‘way of the added value’ and ‘scope of work in the transport chains’ he forms a portfolio for the business model identification which describes nine theoretical business models in the transport chains of the European rail freight transport. To prove the business models also empirically, the author carries out a study under railway undertakings in the German-speaking area. The examination of the study was done with a correspondence analysis with which the theoretically built portfolio was confirmed and six partly significantly different business models in the transport chains of the rail freight transport were identified. By means of the developed business model logic the author determines the change requirement per business model. For this he uses also enlarged applications of the correspondence analysis. (Author’s abstract)

In times when capacities of roads are starting to run out, it is necessary to search for any alternatives with environmental protection in mind. One of the options is to move some of the road freight transport to railways. One of the possible ways to achieve it is by using Public logistics centres. This concept is already in use in Western Europe and the demand for building terminals of combined transport is growing in the Czech Republic as well. The goal of this thesis is to evaluate the potential of PLC and its influence on the regional development based on information from other countries. In the thesis, theoretical aspects of infrastructure investment and predicted effects of localization into targeted regions are assessed. Outcomes of this research are weaknesses and suggestions for potential implementation of this concept in the Czech Republic.

For the centuries, the old Silk routes in hinterland Eurasia were connecting the Eastern and Western empires and served as a channel for exchange of goods and ideas between the two different worlds. Over the past decades, the international trade between Europe and Asia has rapidly increased and reflected more than 10 million TEU transported by container ships annually. As far as the silk, spice and other traditional goods have been gradually replaced by laptops, tablets and car components, the new transport solutions have been tested to meet the altering nature of logistic demands. Nowadays, the company DB Schenker Rail is the European leader in the rail freight market and needs to sustain the leading position. However, DB Schenker Rail attempts to be not only the best choice on European rail, but further with the first pioneer back and forth rail freight activities between Europe and Asia tries to capitalize on the new business opportunities. On that account the company has raised the question: What are the rail freight customer needs today and what he will need tomorrow in relation to the logistic processes between Europe and Asia? As a result, several customer tailored logistic solutions have been described to meet the altering nature of rail freight demands.

Les travaux présentés dans le cadre de cette thèse de doctorat concernent la problématique d’arrachement de bâches de semi-remorques convoyés par le réseau d’autoroutes ferroviaires. En effet, les phénomènes turbulents générés autour d’un tel convoi provoquent d’importantes fluctuations de pression sur les parois bâchées, entrainant des mouvements de forte amplitude menant à la rupture sur de longues périodes de sollicitation. Ce phénomène pouvant provoquer plusieurs types d’incidents pour l’exploitant du réseau (embrasement par contact caténaire, retard des trains, perte de marchandise, etc...), il est nécessaire de comprendre les phénomènes physiques mis en jeu et de dégager une solution de contrôle de l’écoulement satisfaisant les contraintes de l’industrie ferroviaire. Pour ce faire, une étude expérimentale et numérique de l’écoulement autour d’une configuration bidimensionnelle de marche montante a été réalisée afin de caractériser l’influence des différentes zones décollées sur les fluctuations de pression pariétale induites en aval de la marche. A cet effet, une série de mesures de champs de vitesse et de pression pariétale ont été réalisées dans la soufflerie du Lamih. Les résultats observés expérimentalement ont pu être confrontés à ceux obtenus par une approche numérique dans des conditions équivalentes. L’analyse de l’écoulement s’est principalement focalisée sur deux points. Le premier concerne la dynamique des zones de recirculation en interaction avec la couche de cisaillement. Une approche stochastique a été déployée, et a permis de mettre en évidence les mécanismes prépondérants à l’origine du phénomène. Le second point porte sur les liens entretenus entre ces mécanismes et les fluctuations de pression pariétale. Une approche modale, basée sur une décomposition orthogonale aux valeurs propres étendue, a permis de révéler l’importante contribution des basses fréquences dans ce cas de figure. Enfin, une solution de contrôle passive (déflecteur) a été testée et a permis de montrer que la suppression de ces mécanismes basse fréquence permet d’obtenir un gain en termes de pression pariétale pouvant aller jusqu’à 36% selon les configurations. / The work presented in the framework of this doctoral thesis concerns the problem of the tarpaulins tearing off of semi-trailers conveyed by the motorways network. Indeed, the turbulent phenomena generated around such a convoy cause large pressure fluctuations on the walls, resulting in high amplitude movements leading to breakage over long periods of stress. This phenomenon can cause several types of incidents for the operator of the network (ignition by catenary contact, train delay, loss of goods,...), it is necessary to understand the physical phenomena involved and to define a flow control solution that take into account the rail industry constraints. To do this, an experimental and numerical study of the flow around a two-dimensional forward facing step configuration was carried out in order to characterize the influence of the different separated zones on the wall pressure fluctuations induced downstream of the step. For this purpose, a series of velocity field and wall pressure measurements were carried out in the Lamih wind tunnel. The experimental results could be compared with those obtained by a numerical approach under the same conditions. The flow analysis focused mainly on two points. The first concerns the dynamics of the recirculation zones interacting with the shear layer. A stochastic approach has been used, and has made it possible to highlight the dominant mechanisms at the origin of the phenomenon. The second point concerns the dynamical links between these mechanisms and the wall pressure fluctuations. A modal approach, based on an extended orthogonal decomposition, revealed the important contribution of the low frequencies in this case. Finally, a passive control solution (deflector) was tested and showed that the low frequency mechanisms suppression provide a wall pressure gain up to 36 % depending on configurations.

In der Verkehrswirtschaft findet ein von der Europäischen Union ausgelöster Deregulierungsprozess statt, welcher zu neuen und wissenschaftlich bisher nicht identifizierten Geschäftsmodellen in den Transportketten des Schienengüterverkehrs in Europa geführt hat. Diese Geschäftsmodelle stellen den Untersuchungsgegenstand der Dissertation dar. Zur Durchführung deren Identifikation definiert der Autor ein Geschäftsmodellverständnis und grenzt dieses vom Strategiebegriff ab. Er konkretisiert den Geschäftsmodellbegriff mit der Art und Weise der Wertschöpfung im Unternehmen und nutzt dafür unter anderem theoretische Ansätze des strategischen Managements und der Institutionenökonomie. Die gewählten Ansätze verknüpft er zu einem Wertschöpfungswürfel, mit welchem er die Identifikation der Wertschöpfung in den Geschäftsmodellen des Schienengüterverkehrs vornimmt. Den Leistungsumfang der Geschäftsmodelle des Schienengüterverkehrs gegenüber den Kunden bringt der Autor durch die Berücksichtigung der Transportketten in die Diskussion ein. Aus den Dimensionen Art und Weise der Wertschöpfung und Leistungsumfang in den Transportketten bildet er ein Portfolio zur Geschäftsmodellidentifikation, welches neun theoretische Geschäftsmodelle in den Transportketten des europäischen Schienengüterverkehrs beschreibt. Um die Geschäftsmodelle auch empirisch nachzuweisen führt der Autor eine Studie unter Güterbahnen im deutschsprachigen Raum durch. Die Auswertung erfolgt mittels einer Korrespondenzanalyse, durch welche das theoretisch aufgestellte Portfolio bestätigt wird und sechs zum Teil signifikant verschiedene Geschäftsmodelle in den Transportketten des Schienengüterverkehrs identifiziert werden. Mittels der entwickelten Geschäftsmodelllogik ermittelt der Autor den Veränderungsbedarf je Geschäftsmodell, wofür auch erweiterte Korrespondenzanalyen zur Anwendung kommen. (Autorenreferat) / In transport economics a deregulation process is taking place, triggered by the European Union, which has led to new and not scientifically identified business models in transport chains of European rail freight transport. These business models represent the examination subject of the thesis. For their identification the author defines an understanding of business model and delimits this from the strategy concept. He puts the business model concept in concrete terms with the way of the added value in the enterprise and uses among other things theoretical approaches of the strategic management and the institutional economics. He connects the chosen approaches to an added value cube with which he carries out the identification of the added value in the business models of rail freight transport. Considering also transport chains the author brings into the discussion the scope of work of the business models of rail freight transport for the customer. Out of the dimensions ‘way of the added value’ and ‘scope of work in the transport chains’ he forms a portfolio for the business model identification which describes nine theoretical business models in the transport chains of the European rail freight transport. To prove the business models also empirically, the author carries out a study under railway undertakings in the German-speaking area. The examination of the study was done with a correspondence analysis with which the theoretically built portfolio was confirmed and six partly significantly different business models in the transport chains of the rail freight transport were identified. By means of the developed business model logic the author determines the change requirement per business model. For this he uses also enlarged applications of the correspondence analysis. (Author’s abstract)

No description available.

Summary It is expected that in the process of meeting the climate policy goals, more transport will take place by rail. Single wagonload transport plays a crucial role as a direct competitor to road-based transport. The aim of this contribution is an evaluation of capacity correlated effects in a railway wagon routing network. Methods For this purpose, we developed a mathematical optimisation model. In order to be able to identify the effects and impacts of congestion we created several scenarios and evaluated each of them individually. Findings By conducting computational experiments we were able to identify various effects and draw conclusions about the impact. This work contributes to the optimisation of the most costefficient short-term rerouting of railway wagons in single wagonload transport.