Reliable wireless networks for high speed trains require a significant amount of data communications for enabling safety features such as train collision avoidance and railway management. Cognitive radio integrates heterogeneous wireless networks that will be deployed in order to achieve intelligent communications in future railway systems. One of the primary technical challenges in achieving reliable communications for railways is the handling of high mobility environments involving trains, which includes significant Doppler shifts in the transmission as well as severe fading scenarios that makes it difficult to estimate wireless spectrum utilization. This thesis has two primary contributions: (1) The creation of a Heterogeneous Cooperative Spectrum Sensing (CSS) prototype system, and (2) the derivation of a Long Term Evolution for Railways (LTE-R) system performance analysis. The Heterogeneous CSS prototype system was implemented using Software-Defined Radios (SDRs) possessing different radio configurations. Both soft and hard-data fusion schemes were used in order to compare the signal source detection performance in real-time fading scenarios. For future smart railways, one proposed solution for enabling greater connectivity is to access underutilized spectrum as a secondary user via the dynamic spectrum access (DSA) paradigm. Since it will be challenging to obtain an accurate estimate of incumbent users via a single-sensor system within a real-world fading environment, the proposed cooperative spectrum sensing approach is employed instead since it can mitigate the effects of multipath and shadowing by utilizing the spatial and temporal diversity of a multiple radio network. Regarding the LTE-R contribution of this thesis, the performance analysis of high speed trains (HSTs) in tunnel environments would provide valuable insights with respect to the smart railway systems operating in high mobility scenarios in drastically impaired channels.

Les interactions entre transport et territoire sont l’objet d’une littérature scientifique permanente, questionnant les impacts économiques et démographiques d’une nouvelle infrastructure, souvent évoqués à l’échelle d’un projet. L’objectif de la thèse est de réinvestir les composantes de l’interaction par les larges échelles spatiales et temporelles, en posant l’hypothèse que la profondeur temporelle et l’échelle du territoire national sont porteuses de nouvelles explications. Ce travail s’appuie sur la collecte, l’exploitation et l’analyse de la large base de données FRANcE (French RAilway NEtwork), qui recense chaque section du réseau ferroviaire français depuis le début du XIXème siècle et les recensements démographiques. Cette base renferme également les traces de la vitesse, qui constituent une information inédite sur l’ensemble du réseau et qui permet de faire de l’accessibilité une variable décisive dans les explications. Plutôt que de se concentrer sur l’acquisition de nouvelles données au prix d’une lourde collecte, nous misons sur la construction d’un appareil méthodologique pour étudier les deux sens de l’interaction entre réseau et territoire, qui requiert toutefois une adaptation des dispositifs de structuration des données et d’analyse. La démarche de la thèse consiste en une modélisation croissante du phénomène, de la compréhension et la formalisation des objets jusqu’à la formalisation des données et des analyses, ce qui nécessite le recours à d’autres disciplines. Ce travail utilise le formalisme des graphes pour investiguer les deux sens de la relation. Il aide à étudier l’effet du réseau à partir d’une diversification de la donnée et de sa modélisation pour rendre compte de portées spatiales et temporelles. Il aide à étudier l’impact d’une structure préexistante dans la morphogénèse du réseau ferroviaire français à partir d’un modèle d’évolution endogène, entre diffusion du rail et hiérarchisation des infrastructures. Ce travail vise à mieux comprendre les liens qui unissent réseau et territoire, dont les outils méthodologiques peuvent être appliquées à d’autres réseaux, d’autres temporalités, jusqu’à des problématiques actuelles. / The interaction between space and network are frequently questioned in the academic literature, by asking the economical and demographical impacts of a new infrastructure, often studied at the scale of a project. This work aims to investigate the components of the interaction in both large spatial and temporal scales. The hypothesis is that the temporal depth and the national scale could bring new explanations. This work is based on the collect, the exploitation and the analysis of the large spatio-temporal database FRANcE (French Railway Network). It identifies all sections of the network since the 19th century and the population census. This database also contains the traces of the speed, which are novel information for network, and allows the accessibility to become a decisive variable in the explanations. Rather than acquisition new data with an intensive phase of collect, we aim to build a methodological chain to study the two senses of interaction between space and network. It requires the adaptation of data structuration and analysis. The approach of this thesis consists on the growing modelling of the phenomenon, from the comprehension to formalization of data to the analysis, which requires the use of other disciplines. This work uses the graph theory to investigate the two senses of the relationship. It permits to study the network effect in the long run by diversifying the data to identify spatial and temporal ranges. It permits to study the impact of a pre-existing structure in the morphogenesis of the network, by using a dynamic model of network evolution, between diffusion and hierarchical organization. This work aims to understand the link between space and network, where the methodological tools can be adapted to other networks, other times and actual questioning.

Transit-oriented development (TOD) or as it is referred to in Sweden ABC (Arbete, Bostad,och Centrum which means work, housing, and city center) is the highly prevailing and excitingconcept of integrating urban communities, activities, people, buildings and public places together.This idea is primarily focused upon the creation of walkable, pedestrian-oriented communities andcycling connections, which are centered among the high-quality train systems.This research has been conducted to provide a comprehensive analysis related to theimplementation of the TOD model within Metro-Manila, by enhancing its railway network toreduce the problem of high traffic congestion and to provide a better service to a larger number ofpassengers. To carry out this research, various ideas were taken from the TOD projects that havebeen implemented within the metro system of Stockholm as an example to be used for Metro-Manila.In order to conduct this study, both quantitative and qualitative research approaches wereutilized to conduct an in-depth analysis of the current conditions of the railway transportationsystem in Metro-Manila. Within the qualitative part of this research, a SWOT analysis and adetailed comparison was also carried out to determine the efficiency of Metro-Manila and the areaswhere it needed significant improvements. Whereas, for the quantitative analysis, a survey wasconducted from both the people of Metro-Manila and Stockholm (i.e., 226 respondents) tounderstand the current situations of these railway networks more appropriately. The survey wasdesigned based on close-ended five (5) points Likert Scale questions. The results of the surveysrevealed that the respondents were mostly satisfied with the metro system in Stockholm andimplementation of the TOD concepts but usually dissatisfied with Metro-Manila railway system.An interview was also conducted with the officials of the Stockholm transport organization (SL)to gather more insight related to the problems within the railway networks.It was revealed from the analysis that Metro-Manila railway network has been facingsevere problems in terms of limited capacity, poor facilities, unavailability of trains, andmismanagement. The analysis also revealed a few problems within the Stockholm metro systemas well. However, to eradicate or mitigate these problems, several strategies and recommendationshave been proposed within this research. Based from the facts the researcher has gathered and ispresented in this research paper, it was evident that implementation of transit-orienteddevelopment, even if its limited to just the basic concepts, will highly be beneficial in botheconomic and societal aspects and its effectively and efficiently is enough to satisfy the needs ofthe daily commuters and would result in a dramatical reduction of traffic congestions.

Diese Arbeit befasst sich mit der Entwicklung einer Applikation, welche Infrastrukturdaten über Eisenbahnnetze generiert. Dabei bildet die Erzeugung der topologischen Informationen den Schwerpunkt dieser Arbeit. Der Anwender charakterisiert hierfür vorab das gewünschte Eisenbahnnetz, wobei die geforderten Eigenschaften die Randbedingungen darstellen, die bei der Synthese zu beachten sind. Zur Einhaltung dieser Bedingungen wird die Constraint-Programmierung eingesetzt, welche durch ihr spezielles Programmierparadigma konsistente Lösungen effizient erzeugt. Dies wird u.a. durch die Nachnutzung so genannter globaler Constraints erreicht. Aus diesem Grund wird insbesondere auf den Einsatz der Constraint-Programmierung bei der Modellierung und Implementierung der Applikation eingegangen. / This work deals with the development of an application, which generates infrastructure data of railway networks. The focus of this work concentrates on the generation process of topological information. As input for the application a characterization of the intended railway network is given as attributes, which are handled as constraints in the generation process. To satisfy these restrictions constraint programming, a special programming paradigm, which is able to search efficently consistent solutions, is applied. In particular, the use of so-called global constraints improves the computation. For that reason the role of constraint-programming in modelling and implementing these application is discussed in more detail.

La construction d'une grande infrastructure ferroviaire peut-elle devenir une occasion pour (re)structurer le territoire traversé ? Cette question est à la base de la réflexion menée dans ce travail. Plus précisément, la thèse défendue peut être ainsi formulée : une grande infrastructure (dans ce cas le projet et la construction de la ligne ferroviaire à grande vitesse entre Lyon, Turin et Milan), sous certaines conditions (analysées dans la thèse), peut représenter une occasion pour redonner une structure plus cohérente à un territoire par le biais de l'articulation interscalaire et interdisciplinaire des réflexions sur la planification et des actions de projet sur le territoire même. L'état des lieux autour de la thématique de la grande vitesse ferroviaire et de son possible contexte territorial met en avant les domaines principaux de la littérature scientifique qui se sont occupés de cet argument (économie, géographie, sciences sociales et humaines). Cette thèse essaye de croiser plusieurs disciplines, mais en abordant la question d'un point de vue différent, celui de la planification territoriale et urbaine, puisque les thématiques traitées par la géographie des transports (accessibilité, rugosité, vitesse, nodalité, reticularité, etc.) ne semblent pas expliquer suffisamment les interactions à différentes échelles entre infrastructure et territoire. En interrogeant plans et projets, ainsi que des « expérimentations projectuelles » élaborées dans une démarche de research by design, cette thèse analyse les points de convergence entre le domaine des transports ferroviaires et celui de la planification durable du territoire et de la ville. / Can the construction of a big railway infrastructure become the occasion for (re)structuring the territory passed through? This is the base question of the reflection developed in this manuscript. More precisely, the thesis that we propose may be reformulated as follows: the realization of a big infrastructure (in our case the design of the high-speed railway between Lyon, Turin and Milan) can be the occasion to give the interested territory a more coherent structure by approaching the territorial planning in an inter-scalar and inter-disciplinary way. The analysis of the state of the art of the subjects of the high speed railway and of its territorial context may evidence, from time to time, one or another of the scientific domains that dealt with this topic (economy, geography, social and human sciences, etc.). This thesis tries to intersect multiple disciplines, but approaching the matter from a different point of view: that of urban and territorial planning. Indeed, the themes treated by the transportation geography do not seem able to explain sufficiently well the interactions between infrastructure and territory at all the different scales. By analyzing plans and projects as well as some « design experiments » elaborated with a research-by-design approach, we try to discuss in this manuscript the points of convergence between the domain of the railway transports and that of the sustainable planning of the territory and of the city.

Casernes, ports, hôpitaux, prisons, ou encore sites ferroviaires font l'objet de nombreux projets de reconversion dans les villes européennes. Une part substantielle du renouvellement urbain s'effectue ainsi sur des ‘terrains de l'État'. Cette thèse contribue à expliquer ces restructurations urbaines qui participent également des recompositions de l'État, dans sa dimension matérielle. Elle interroge les raisons et les modalités de la réorganisation de la présence d'un type d'opérateur national, les entreprises ferroviaires, dans l'espace urbain. L'enquête comparative menée sur deux pays (Italie et France) et quatre villes (Milan, Bolzano, Paris et Nantes) identifie deux principaux facteurs explicatifs. D'une part, les gouvernements urbains mettent en cause les modes d'occupation de l'espace urbain par le réseau ferroviaire depuis les années 1970, dans le contexte de leur intervention croissante dans l'aménagement. D'autre part, des logiques et des compétences immobilières se développent au sein des firmes publiques de flux depuis le début des années 1990, dans le contexte de leur autonomisation comptable et de pressions financières accrues. La réorganisation du pouvoir logistique (la capacité à organiser les flux de choses et de personnes) de ce secteur dans les villes s'explique dès lors par l'ajustement des trois ‘conceptions' dominantes des raisons de la reconversion des sites ferroviaires, à savoir : immobilière, urbanistique et industrielle. Cet ajustement s'opère dans des projets d'aménagement et s'effectue différemment en Italie et en France. En Italie, le cadre institutionnel plus lâche qui entoure la cession du domaine ferroviaire donne lieu à des accords différenciés entre opérateurs et gouvernements urbains selon les villes, contrairement au cas français où processus et résultats sont plus homogènes d'une ville à l'autre. Par rapport aux approches existantes sur les relations entre villes et État, le double déplacement proposé dans cette thèse, vers les opérateurs et vers la dimension matérielle de l'État, éclaire de nouvelles relations entre recompositions de l'État et restructurations urbaines / Barracks, ports, hospitals, prisons, railway sites are earmarked for many redevelopment projects in European cities. A substantial part of urban regeneration therefore occurs on ‘State places'. This research contributes to explain such an urban restructuring process that reshapes the material base of the State. It questions the reasons and the modalities of the reorganisation of a specific sector, railway firms, in urban areas. The comparative enquiry carried out two countries (Italy and France) and four cities (Milan, Bolzano Paris and Nantes) distinguishes two main factors. On the one hand, urban governments question the way the railway network has occupied central and pericentral urban areas since the 1970s, in relation to their increasing strategic power in urban development. On the other hand, real estate logics and skills have expanded within theses publicly owned firms since the beginning of the 1990s, due to their greater accounting autonomy and their need to face a rising financial pressure. Since then, the reorganisation of the logistical power (i.e. the capacity to order the flows of things and people) of this sector in cities is explained by the adjustment of three main ‘conceptions' regarding the motives for the redevelopment of urban railway sites: real estate, urban planning, and industrial. This adjustment is carried out through urban redevelopment projects and follows different paths in Italy and France. In Italy, the loose institutional frame regarding railway land handover generates differentiated agreements between operators and urban governments whereas in France processes and outcomes are more homogeneous from one city to another. The double shift from conventional approaches – toward the operator and the material base of the State – sheds light on new relationships between State and urban restructuring

This diploma work deals with the description, analysis and suggestino of improvement of the imperfect traffic service of important cities in the southeastern part of southern Bohemia in relation to České Budějovice. These problem points are solved: clash traffic supply with the demand, missing tact graphicon, bad transfers and missing integrated traffic system.

Les réseaux ferroviaires en milieu dense font face à des saturations importantes. Et l'adéquation entre l'offre théorique et la demande croissante impose des contraintes d'exploitabilités fortes. Un déséquilibre générera des points conflictuels comme des goulets d'étranglement avec pour effet des retards sur les trains amonts. Comme le facteur humain, parmi une multitude, influence l'exploitation ; le prendre en compte plus finement devrait améliorer la compréhension et la modélisation des lignes pour en accroître la capacité sans sacrifier le confort des passagers. Pour répondre à cet objectif, nos travaux reposent sur une visualisation adaptée des données remontées de l'exploitation et sur leur fouille automatisée. Elles ont été adaptées et appliquées au domaine ferroviaire notamment aux lignes des réseaux ferrés exploités par la RATP. Le processus « Visual Analytics », mis en œuvre dans nos travaux pour répondre à ces besoins, englobe les étapes nécessaires à la valorisation de la donnée, allant de leur préparation à l’analyse experte en passant par leur représentation graphique et par l’utilisation d'algorithmes de fouille de données. Parmi ces derniers, le CorEx et le Sieve nous ont permis par un apprentissage non supervisé basé sur une mesure de l'information mutuelle multivariée d'analyser les données d'exploitation pour en extraire des caractéristiques du comportement humain. Enfin, nous proposons aussi une visualisation intuitive d'une grande quantité de données permettant leur intégration et facilitant le diagnostic global du comportement des lignes ferroviaires. / Dense railway networks face significant saturation. And the balance between the theoretical offer and the growing demand imposes strong operability constraints. An imbalance will generate conflicting points such as bottlenecks with the effect of delays on the following trains. As the human factor influences the operation performance; taking it into account more accurately should improve understanding and modeling of railway lines to increase capacity without reducing passenger comfort. To fulfill this objective, we are working on an adapted visualization of the operating data and on their automated mining. These two solutions have been adapted and applied to the railway sector, particularly to the lines of rail networks operated by RATP. The "Visual Analytics" process, implemented in our work to meet these needs, encompasses the steps required to value the data, going from the preparation of the data to the expert analysis. This expert analysis is made through graphic representation and the use of data mining algorithms. Among these data mining algorithms, CorEx and Sieve allowed us to analyze operating data and then extract characteristics human behavior thanks to unsupervised learning based on a multivariate mutual information measure to. Finally, we propose an intuitive visualization of a large amount of data allowing their global integration and facilitating the overall diagnosis of the railway lines behavior.

I have always known that I would leave my hometown. Always been told that it is too boring for a dreamer, that it is a place where all ambition wanes. None of my childhood friends stayed; we all moved towards something bigger, something better- towards opportunities. We all moved, to some degree, south. Depopulation of rural communities is not unique to Norrland but Tankebanan investigates this topic within the context of the northern inlands of Sweden, exploring its industrial history and local conditions. The project aims to create an infrastructure strengthening the social and cultural capital of the inland by generating educational, entrepreneurial and identity building activities in the region. The site of the project stretches along Malmbanan, the railway transporting iron from the industries of the inland to the ports of Narvik and Luleå. The tracks are a physical trace of the industrial history of the region and therefor a suitable location for the project that proposes three fixed nodes along the railway, each targeting one specific aspect of the knowledge network. The nodes are Creation in Abisko, Education in Kiruna and Entrepreneurship in Gällivare.Tankebanan reprograms old carbarns within the towns into hubs of activity and optimism, aiming to challenge the pessimism often connotated with the region, causing people to leave. It aims to turn struggles into challenges and encourage young people to see the potential within themselves and within Norrland. This phase of the project explores the node of Education in Kiruna, which proposes an alternative university for those who wish to obtain a degree without leaving the north. The program consists of a public library and train station, educational facilities, conference rooms and accommodation for long distance commuters. It is hosted within a modular system, relating to the module of the train car and extending the network of the rails into the building.

Submitted by Lucina Ferreira Matos (lucmatos2003@yahoo.com.br) on 2016-03-02T00:50:58Z No. of bitstreams: 1 MATOS-Lucina_Memoria Ferroviaria da mobilizacao social a poli tica publica.pdf: 1640736 bytes, checksum: 509d4aea9faf946d2e748f4c5bcff904 (MD5) / Approved for entry into archive by Rafael Aguiar (rafael.aguiar@fgv.br) on 2016-03-03T13:22:03Z (GMT) No. of bitstreams: 1 MATOS-Lucina_Memoria Ferroviaria da mobilizacao social a poli tica publica.pdf: 1640736 bytes, checksum: 509d4aea9faf946d2e748f4c5bcff904 (MD5) / Approved for entry into archive by Maria Almeida (maria.socorro@fgv.br) on 2016-03-04T13:57:13Z (GMT) No. of bitstreams: 1 MATOS-Lucina_Memoria Ferroviaria da mobilizacao social a poli tica publica.pdf: 1640736 bytes, checksum: 509d4aea9faf946d2e748f4c5bcff904 (MD5) / Made available in DSpace on 2016-03-04T13:57:30Z (GMT). No. of bitstreams: 1 MATOS-Lucina_Memoria Ferroviaria da mobilizacao social a poli tica publica.pdf: 1640736 bytes, checksum: 509d4aea9faf946d2e748f4c5bcff904 (MD5) Previous issue date: 2015-12-14 / This thesis aims at studying the process of construction and appropriation of the railway past and the transformation of the railway memory as an object of public policy, mainly after the Law n⁰ 11.483/2007. The study approaches the roles played by several social agents, such as the railway preservation associations (APF, Brazilian Portuguese acronym), the Federal Railway (RFFSA, Brazilian Portuguese acronym ) and the National Historical and Artistic Heritage Institute (IPHAN, Brazilian Portuguese acronym), and their resignification and objectification of the railway past, processes that started in the 1970s. The research describes the implementation of the Brazilian railway, in order to contextualize the RFFSA extinction, in 2007, it approaches the APF appearance and evolution and describes the RFFSA work to preserve and protect the railway past through the Railway Historical Heritage Preservation Program (Preserve, Brazilian Portuguese acronym). Finally, the thesis focuses on the work of Iphan, recurring the analysis of the railway property register processes and the study of the consequences of the Law n⁰ 11.483/2007 inside the institution. The movement of valuing the railway past contribute to the debates around the processes of appropriation and patrimonialization of the past. / Esta tese tem como objetivo o estudo do processo de construção e apropriação do passado ferroviário e da transformação da memória ferroviária como objeto de política pública, sobretudo após a edição da Lei no 11.483/2007. O estudo aborda os papeis desempenhados por agentes sociais diversos, como as associações de preservação ferroviárias (APF), a Rede Ferroviária Federal (RFFSA) e o Instituto do Patrimônio Histórico e Artístico Nacional (Iphan), e suas estratégias de ressignificação e objetificação do passado ferroviário, processo que teve início ainda na década de 1970. A pesquisa descreve a implantação da malha ferroviária brasileira, de maneira a contextualizar a extinção da RFFSA, em 2007; aborda o surgimento e evolução das APFs, e descreve a atuação da Rede na preservação e salvaguarda do passado da ferrovia por meio da análise do Programa de Preservação do Patrimônio Histórico Ferroviário (Preserfe). Por fim, a tese se debruça sobre a atuação do Iphan, recorrendo à análise dos processos de tombamentos de bens ferroviários e ao estudo dos desdobramentos da Lei no 11.483/2007 no interior do órgão. O movimento de valorização do passado ferroviário contribui para os debates acerca dos processos de apropriação e patrimonialização do passado.