The diploma thesis was focused especially on train station service supplies and on the potential offered by unutilized or misused spaces of a train station hall. The main goal was to find, define and examine this potential in a chosen station within Trade and Tourism development in a chosen place. The railway station in Ceske Budejovice became the chosen train station. The thesis contains a mapping of the given place, a marketing research carried out among train passengers travelling with the Czech Railway company, as well as on social networks through an on-line survey. The secondary objective was a determination of several possible suggestions to improve the train station, out of which one main suggestion was chosen and subsequently analysed.

Ett område kan skapa en större tillväxtpotential för samhällets olika aktiviteter genom tillgängliga transportsystem. I arbetet med att tillgänglighetsanpassa transportsystemen är tågstationsområden en viktig faktor. En del i arbetet med att göra tågstationsområden tillgängliga för alla är att personer med nedsatt rörelseförmåga inte ska exkluderas. Att bedöma tillgänglighetsanpassningen för rörelsehindrade på ett tågstationsområde är viktigt för att alla ska kunna nyttja området på samma villkor. Syftet med studien är att undersöka hur tillgängligheten i tågstationsområden är för rörelsehindrade. Detta genom att uppfylla målet att skapa en användbar bedömningsmodell på tillgänglighetsanpassningen för rörelsehindrade i denna typ av område. Studien genomfördes i samarbete med Älvkarleby kommun för att skapa ett underlag till hur deras tågstationsområden kan bli mer tillgänglighetsanpassade. Därför är studien avgränsad till Marma, Älvkarleby och Skutskär. För att uppnå målet och svara på forskningsfrågorna har en inventering utförts på de tre tågstationsområdena. Detta har sedan följts upp av en avståndsanalys samt en friktionsanalys. Avståndsanalysen och friktionsanalysen användes i bedömningen av tågstationsområdena samt att friktionsanalysen bidrog med förståelsen över vilka vägalternativ som finns på platserna. Slutligen skapades en bedömningsmodell innehållande olika typer av faktorer på ett tågstationsområde. Modellen bygger på tidigare utförda metoder i studien. Studien visar att den utformade rampen inte alltid är den optimala vägen för att ta sig mellan perrongerna på ett tågstationsområde på grund av avstånd och lutning. Resultatet från bedömningsmodellen visar att tillgängligheten på de tre tågstationsområdena skiljer sig från varandra. Därtill visas vilket som är det mest tillgänglighetsanpassade tågstationsområdet för rörelsehindrade. / An area that is accessible to society’s various activities creates a greater potential for growth. Global goals of accessibility have been designed to achieve a sustainable city, so that public places and sustainable transport systems are accessible to everyone. Train station areas are an important factor in the process of adapting accessibility to transport systems. Part of the work of making train station areas accessible to everyone is that people with reduced mobility should not be excluded. To estimate the accessibility adaptation for people with reduced mobility in a train station area is important for everyone to be able to use the area on the same terms. The purpose of the study is to investigate how accessibility in train station areas is for people with reduced mobility. This is achieved by fulfill the goal of creating a useful estimation model on the accessibility adaptation for people with reduced mobility in this type of area. The study is performed in collaboration with the Municipality of Älvkarleby, Sweden, to create a basis for how their train station areas can become more accessible. Therefore, the study is delimited to Marma, Älvkarleby and Skutskär. In order to achieve the goal and answer the research questions, an inventory was performed on the three train station areas. This has been followed up by a distance analysis as well as a friction analysis. The distance analysis and the friction analysis were used in the estimation of the train station areas and that the friction analysis also contributed to the understanding of the road options available at the locations. In the end, an estimation model was created containing different types of factors in a train station area. The model is based on previously performed methods in the study. The study shows that the designed ramp is not always the optimal route for moving between the platforms in a train station area due to distance and slope. The results from the estimation model shows that accessibility in the three train station areas is separating from each other. In addition, the most accessible train station area for people with reduced mobility is shown.

Particulate matter (PM) is a widespread air pollutant of microscopic particles that are suspended in the atmosphere. There is high concentration of PM in underground train stations and tunnels. The concentration of particulate matter (PM10) measured in Stockholm’s metro varies significantly between day and nighttime traffic of trains. Emission factors are a representative value of a pollutant released into the atmosphere. These factors can be expressed as the weight of pollutant divided by a unit distance, volume, or weight. In this document it is expressed as the amount of energy used to produce a unit weight. Such factor expresses estimation of emissions from train wheel-rail contact and brake. Simulation of particulate matter using IDA tunnel was conducted to evaluate and predict particulate matter (PM10) concentration levels. Previous measured data of PM10 from Mariatorget’s platform (performed by SLB analysis) was used for the validation of the simulation model. These data were collected during winter and summer periods. It was then used as fundamental reference to simulate and calibrate emission factors. Important parameters of the tunnel, platform and trains that were used in traffic were imported. There are ventilation shafts on each end of the platform. These ventilation shafts are open fully during summer and closed during winter periods. Thus, two case scenarios, winter and summer were investigated. The results obtained were later evaluated and analysed. Sensitivity analysis was made to test the effect of ventilation shaft’s openings on emission factors. The results from winter case study showed that emission factors are 0.57 g/kWh from wheel-rail contact and 0.031 g/kWh from brakes. Emission factors from wheel-rail contact give 70% of the measured PM10 concentration whereas brakes give 30% of PM10 concentrations. Results obtained from summer case study showed that emission factors are 0.61 g/kWh and 0.05 g/kWh from wheel-rail contact as well as from brakes, respectively. / Partiklar är en utbredd luftföroreningar av mikroskopiska partiklar som finns i luften. Det finns höga halter av PM (particulate matter) i underjordiska tågstationer och tunnlar. Partikelhalten (PM10) som är uppmätt i Stockholms tunnelbana varierar betydligt mellan dag- och natttågtrafik. Emissionsfaktorn är ett representativt värde för mängden partiklar som släpps ut i atmosfären. Dessa faktorer kan uttryckas som massan av partikel per enhetsavstånd, volym eller vikt. I detta dokument uttrycks detta som den mängd energi som går åt för att producera enhetsviktspartiklar. Faktorn uttrycker en uppskattning av partikelemissioner från hjul-rälskontakt och broms. Simulering har genomfördes i IDA tunnel för att utvärdera och förutsäga partikelhalten på tågplattformar. Tidigare uppmätta data under vinter och sommar från Mariatorgets plattform (utförd av SLB-analys) användes för validering av simuleringsmodellen. Detta användes sedan som grundläggande referens för att simulera och kalibrera emissionsfaktorer. Viktiga parametrar för tunneln, plattformen och tågen som användes i trafiken är inhämtade och evaluerade. Ventilationsschakt finns i varje ände av plattformen. Dessa ventilationsschakt är öppna under sommaren och stängda under vinterperioden. Således undersöktes två scenarier, vinter- och sommarfall. De erhållna resultaten utvärderades och analyserades senare. Känslighetsanalys gjordes för att testa effekten på emissionsfaktorerna av ventilationsschaktens öppningsgrad. Resultaten från vinterfallstudien visade att emissionsfaktorerna är 0,57 g/kWh från hjul-rälkontaktoch 0,03 g/kWh från bromsarna. Emissionsfaktorn från hjul-rälkontakten ger 70 % av den uppmätta PM10 koncentrationen, medan bromsarna ger 30 %. Resultaten från sommarfallstudien visade att emissionsfaktorerna är 0,61 g/kWh och 0,05 g/kWh från hjul-rälkontakten och bromsarna, respektive.

The intent of this thesis is to explore the design challenges and opportunities presented by the reintroduction of passenger rail to a small economically challenged New England city. Central to my thesis is that the advent of more efficient transportation options is not, in itself, enough: the infrastructure built to support those options must provide users with a comfortable, safe, and welcoming experience. The architecture of the rail station is critical in influencing that behavior and moving our society toward greater energy efficiency. Holyoke is a small mill city in western Massachusetts whose fortunes peaked in the early twentieth century and today struggles with decaying buildings and infrastructure, high unemployment, and significant poverty. The city also has many strengths, including relatively inexpensive hydro-electric power, sturdy adaptable mill buildings, an excellent location, strong neighborhood and civic pride, and a rich history on which to build. The city’s boosters feel that it is ripe for a renaissance already being driven by industry, the creative economy, telecommuters escaping the region’s major cities, and tourism. This research component of this thesis will explore: Current and historical demographic, industrial, and commercial context of the city and its passenger rail service, including usage projections, connections with various parts of the city, and Transit Oriented Design implications The needs of the adjacent Flats neighborhood for basic services and community space; strategies for attracting more consistent use of the station throughout its hours of operation by meeting the neighborhood residents’ needs Potential requirements for a station’s future capacity and adaptability – it will consider strategies for creating a flexible and adaptable building so as to meet the needs of the station and city as it changes over time Precedents that include rail stations and public buildings – it will investigate strategies used by effective public buildings The design component of this thesis incorporates the above research in developing site and program plans with a specific focus on design strategies that address accessibility, wayfinding, relevant services, and creating a welcoming gateway into the residential, industrial, and commercial heart of the city.

We live in an age defined by the automobile and its infrastructure. This paradigm of movement has shaped how we live our lives, and the urban frameworks we inhabit. Cars as a form of transportation damage the environment and engender unsustainable lifestyles. They also create anti-social spaces with the infrastructure they require, and therefore their success is inverse to that of the pedestrian experience. I seek to adapt this transit paradigm with a more flexible and resilient multimodal system. My work focuses on reinvigorating a rail line in central Massachusetts and designing a modular station system that can serve as a new kind of civic architecture. The station grows and shrinks between towns of different sizes, and over time. It slots into existing communities with little disruption, and is programmatically fluid and diverse, such that an array of stakeholders become invested in its success. It also presents as a new type of civic architecture; a building that represents a larger system, while also maintaining its place in local communities.

Target of this diploma thesis is to propose connection of receiving yard of classification yard railway station Maloměřice including essential joint crossover into the line tracks in front junction Hády and junction station Královo Pole and also propose connection of line tracks n. 1A and 2A in the front junction Židenice. Part of the thesis is renewal of stations substructure and technological workflow proposal.

The focus of the thesis is to design a modernization of the Bohuslavice nad Vláří train station. The reconstruction design includes an adjustment of the station head and the geometrical layout of the track for an increase of the track speed to the highest possible value. The design also contains a renewal of the railway superstructure and the structure of the sleeper subsoil, new drainage and platforms. The designed layout ensures a safe access for people with reduced mobility.

The subject of thesis is the reconstruction study of Jesenická Street in Šumperk. The study deals with a traffic connection of existing bus and train station. The part of study is also a solution of parking area. Based on traffic census, there were processed four variants, which were assessed in terms of traffic capacity.

De plus en plus, les membres des organisations sont en situation de mobilité permanente. Ils téléphonent en marchant, font des réunions à distance, ou sont présents dans des espaces de travail partagés pour un temps limité. Les lieux de travail sont davantage traversés qu’ils sont occupés. La gare illustre parfaitement ces tendances autant spatiales que temporelles. La question empirique au cœur de cette thèse a émergée dans le contexte actuel de la SNCF qui refond largement l’espace de ses gares et repense en profondeur le rôle de ses agents. Elle le fait sur fond de digitalisation de ses activités historiques. Dans ce contexte, le cas des agents commerciaux représente un changement de paradigme, avec des pratiques de travail de plus en plus mobiles et « dé-fixées ». Cette mise en mouvement des agents se heurte à une conception historique qui envisage la gare comme un ensemble d’espaces fermés, fixes et stables dans leurs fonctions et leurs usages. Notre constat empirique rejoint un vide conceptuel : si la théorisation des espaces « entre-deux » s’est développée en théories des organisations, on en sait peu sur la manière dont la transition émerge dans les pratiques de travail. En effet, on connaît surtout le point de vue de ceux qui traversent ces espaces. On cherchera donc ici à éclairer le point de vue de ceux qui organisent ces transitions par leurs pratiques de travail. Dans notre thèse, nous pensons le caractère transitionnel de l’espace comme une expérience et un processus indissociables des pratiques de travail. Notre ethnographie porte sur plusieurs grandes gares en France. Elle est complétée par une longue observation-participante des directions centrales chez SNCF sur une durée de trois ans. Cette phase empirique nous a permis de mieux comprendre les métiers et les logiques d’aménagement des espaces. Nous avons analysé l’espace-temps au travers de trois pratiques-clés des agents commerciaux (la vente, l’information et l’embarquement). Nous centrons notre analyse sur les pratiques, en particulier leurs modes d’expressions corporelles, en adoptant une posture phénoménologique. Notre recherche démontre comment les pratiques sont performatives d’un espace-temps de transition. Pour que l’espace soit traversé, il nécessite des gestes qui sont autant de points de rencontres pour diriger, orienter, conseiller ou rassurer les voyageurs. Nous contribuons à la littérature en théories des organisations sur l’espace organisationnel et les pratiques corporelles en conceptualisant le rôle des gestes-frontières dans ces expériences comprenant des dimensions spatiales, temporelles, matérielles et corporelles. Nous proposons également des contributions stratégiques et managériales en insistant sur une logique de fluidité, recherchée dans les parcours des voyageurs en gare. / Organisations’ members are increasingly permanently moving. They talk on the phone while walking, they attend meeting remotely and they share coworking space for a limited period of time. People are increasingly navigating their workspace rather than settling in it. The train station is a perfect example of this spatial and temporal trend. Our empirical question emerged from our fieldwork at the SNCF, which is currently reshaping space within its stations, and deeply re-thinking the role of its field agents. This reorganisation takes place in a context of digitalisation of the organisation’s historic activities. In that regard, we are seeing a paradigm shift in the role of commercial agents, who now become increasingly mobile. Moving agents contrast with a common historical perception of train stations as an aggregation of areas which functions and uses are closed, fixed and stable. This empirical observation converges with a theoretical gap: despite an awareness for “in-between” spaces in organization studies, the literature has paid little attention to how these spaces are enacted through work practices. Indeed, this literature is still more focused on the experience of users and travellers in these spaces, rather than the laboring bodies which are producing space in their everyday work. In this doctoral work, we approach the transitional aspect of space as an experience and a process closely related to work practices. We conducted an ethnography around several French train stations and undertook participant observation of central management for three years at SNCF. This empirical work allows a better understanding of professions and space planning processes. We analyse space and time through commercial agents’ three key practices: sales, information and boarding. We focus on embodied practices, by adopting a phenomenological approach. This study sheds light on the ways practices create a transitional spacetime. In order to the space to be crossed, movements are needed. Those movements are like meeting points which direct, orient, advise or reassure travellers. We contribute to organization theories literature about organizational space and embodied practices by conceptualizing the role of boundaries-gestures in those experiences which encompass spatial, temporal, material and embodied dimensions. We also offer strategic and management contributions by enhancing our understanding of flow and logic required in traveller’s journey.

Syftet med den här studien var att undersöka om tågstationer kan bli tryggare och mer inbjudande, för att i slutändan öka det kollektiva resandet. Det studerade området var Uppsala centralstation, som ligger i Sveriges näst största järnvägsort Uppsala, sett till antal resenärer. Målet med studien var att genom en fallstudie undersöka om Uppsala centralstation både i teorin och i verkligheten upplevs som trygg och inbjudande. Tidigare studier inom området visar att många tågstationer idag upplevs som otrygga. Enligt studierna är det många olika faktorer som påverkar den upplevda tryggheten. De metoder som användes i studien var en observationsanalys och webbenkätundersökning, samt en underliggande litteraturstudie. Slutsatsen från observationsanalysen och enkätundersökningen visade att Uppsala centralstations utformning generellt är bra, sett utifrån ett trygghetsperspektiv. Däremot fanns några brister på stationen. Enligt observationer fanns brister i kameraövervakningen och den naturliga övervakningen. Enligt enkätundersökningen kunde belysningen och överblickbarheten förbättras. Webbenkätens och observationsanalysens resultat stämde i överlag väl överens, men det fanns några skillnader då den upplevda tryggheten är relativt subjektiv. Det visade sig att forskarna och respondenterna upplevde Uppsala centralstation som ganska trygg. Studien visade tendenser på små skillnader mellan olika målgrupper, men det fanns skillnader enligt en X2-analys mellan de olika könen. Kvinnor ansåg i större utsträckning än män att det fanns någonting i stationens utformning som gör att det känns otryggt. Ytterligare en X2-analys visade att det fanns en skillnad mellan bostadsort och tryggheten på de studerade platserna. Tendensen var att Uppsalaborna känner sig mer trygga än människorna utanför, men om detta är representativt på en större population får vidare studier undersöka. Enligt observationsanalysen kan kameraövervakningen och den naturliga övervakningen bli bättre på Uppsala centralstation. Däremot huruvida viktigt det är att förbättra kameraövervakningen kan diskuteras, eftersom kameraövervakningen inte var särskilt viktigt enligt respondenterna i enkätundersökningen för att öka tryggheten. Utifrån enkätundersökningar var det vanligaste förslaget till att göra stationen tryggare och mer inbjudande mer och bättre belysning. Slutligen skulle dessa förslag eventuellt kunna förbättra Uppsala station i framtiden eller liknande tågstationer. / The aim of this study was to analyze whether train stations can become safer and more inviting, to increase the use of public transportation. The studied area was Uppsala central station. It is located in Sweden's second largest railway city, based on its number of travelers. The goal of this study was to analyze through a case study whether Uppsala central station, both in theory and in practice, is perceived as safe and inviting. Previous studies within this field show that many of today's train stations are perceived as unsafe. Many different factors affect perceived safety. The methods that have been used in this study to fulfill the goal was an observation study and an online survey, as well as an underlying literature study. The conclusion from the observation study and the online survey show that the design of Uppsala train station is generally good, from a safety perspective. However, the study sheds light on some problems at the station. According to the observations there were some problems regarding the camera surveillance and the natural surveillance. Meanwhile, the online survey shows that the lighting and the overall sight could be improved. The results from the online survey and the observation study are in line with each other, but with a few differences as perceived safety is subjective. It was found that the researchers and all respondents perceived Uppsala central station as quite safe. The study showed only small differences between different target groups, however there were differences according to the X2-analysis between the different genders. Results show that the design of the station made women feel more unsafe than men in general. A further X2-analysis showed that there was a difference between place of residence and the perceived safety on the studied places. The tendency was that the residents of Uppsala felt safer than people from outside of Uppsala, but whether this is representative to a larger population would require further studies. According to the observation study the camera surveillance and the natural surveillance could be improved at Uppsala central station. Although, whether improving the camera surveillance is important or not could be discussed seeing that the camera surveillance was not considered important for an increased safety according to the respondents of the online survey. As the online surveys state, more and better lighting at the station was considered as the most common suggestion in order to make the station safer and more inviting. Finally, these suggestions could possibly make Uppsala central station, or similar stations, better in the future.