Le mardi 17 juin 2014, le Secrétaire d’État chargé des transports, de la mer et de la pêche Fréderic Cuvillier déclarait en ouverture des débats devant entériner une grande réforme du secteur ferroviaire français : « Alors que la SNCF célébrait ses 75 ans d’existence [en octobre 2012], le constat que nous faisions était celui d’un système ferroviaire en crise, tant dans le fonctionnement entre SNCF et RFF qu’en termes financiers, constat aussi fait par nos concitoyens. J’annonçais alors la nécessité d’une vaste réforme du système ferroviaire lui redonnant du souffle, de la clarté et de l’efficacité. (…) Aujourd’hui, la représentation nationale est saisie de ce projet. Je souhaite que ce débat (….) nous permette de dessiner un projet ambitieux pour notre pays et ses territoires. Ambitieux, parce qu’il exige de la nation qu’elle s’empare de l’enjeu ferroviaire, qu’elle se réapproprie les enjeux d’aménagement du territoire, de cohésion sociale et de développement économique et industriel. C’est aussi cela notre patrimoine ferroviaire national. ». Nous pouvons tirer deux enseignements de cette déclaration. Premièrement, le Secrétaire des transports fait le constat de dysfonctionnements graves, de « crise » du secteur ferroviaire. Deuxièmement, il considère légitime que l’État intervienne de manière forte dans ce secteur afin d’en améliorer le fonctionnement. Cette double constatation conduit naturellement à s’interroger sur la nature et les causes des dysfonctionnements du secteur, qui comme nous le verrons, sont de nature économique et technique. D’où viennent ces dysfonctionnements ? Pourquoi les diverses interventions de l’État et des collectivités, très fortes dans ce secteur, n’ont­-elles pas réussi jusqu’à aujourd’hui à en rétablir le bon fonctionnement ? Le présent travail de thèse n’a pas l’ambition de répondre de manière exhaustive à ces interrogations. Il cherche néanmoins à donner quelques éléments de réponse à celles­-ci en se concentrant sur une problématique plus restreinte ; il s’interroge sur le lien entre le fonctionnement technique d’un secteur et la nature des réformes qu’il est nécessaire de mettre en place pour ledit secteur. Pour reformuler cette problématique dans notre contexte (c’est­-à-­dire le secteur ferroviaire français, en particulier pour le transport de passagers) : le secteur ferroviaire présente­-t'­il des particularités techniques qui doivent conduire à adapter le schéma de réforme mis en place pour celui­-ci ? Une fois notre problématique posée, il nous faut à présent introduire notre cadre conceptuel. / No English summary available.

Essa dissertação analisa o movimento de transformação do conjunto arquitetônico da antiga Estrada de Ferro Sorocabana - em Sorocaba - resultado de um movimento de perda de prestígio na dinâmica dos transportes, por um lado, e de valorização como suporte da memória, por outro. Esse complexo ferroviário, fruto do ideário de desenvolvimento e progresso da segunda metade do século XIX, é composto por aproximadamente quarenta construções e que incluiu oficinas, escola, depósito, barracões, armazéns, centro recreativo etc. Ocupa uma área total de 199.000m2 numa região bem localizada, urbanizada e valorizada da cidade. Ao longo do tempo, a maior parte de suas edificações perderam suas funções originais, ganharam novos usos sociais e, recentemente, a maior parte do conjunto foi tombado como patrimônio. Olhar atentamente para seus usos sociais e projetos para a área e verificar suas compatibilidades com um espaço tombado é a preocupação central dessa dissertação / This dissertation analizes the transformation of the architectural complex of the former Sorocaba Railway in Sorocaba, SP as a result of a movement of loss of prestige in the transport dynamics, on the one hand, and of valorization as a support of memory, on the other. This railway complex, which was the fruit of the development and progress of the second half of the 19th century, consists of approximately forty buildings, including workshops, schools, warehouses, sheds, lodgements, recreative centers, etc. It occupies a total area of 199.000 m2, in a well located, urbanized and valued area of the city. Over time, most of its buildings have lost their original functions, gaining new social uses, and recently most of the buildings have been designated as a site of cultural heritage. Looking closely at their social uses and projects for the area and verifying their compatibility with those of a protected site is the central concern of this dissertation

by Pang Kin-Man, James. / Questionnaire in English and Chinese. / Thesis (M.B.A.)--Chinese University of Hong Kong, 1992. / Includes bibliographical references (leaves 25-26). / ABSTRACT --- p.ii / TABLE OF CONTENTS --- p.iv / LIST OF ILLUSTRATIONS --- p.vi / LIST OF TABLES --- p.vii / ACKNOWLEDGEMENT --- p.viii / Chapter / Chapter I. --- BACKGROUND AND STATEMENT OF THE PROBLEM --- p.1 / A History of the KCR --- p.1 / A New Era for KCR --- p.3 / The Market Profile --- p.4 / The Evolution of Open Competition --- p.9 / Social Changes --- p.9 / Economic Changes --- p.10 / Political Changes --- p.10 / Declining Competitive Advantage --- p.11 / The Business Problem --- p.12 / Market Segmentation --- p.12 / Peak Hour Services --- p.14 / Non-peak Hour Services --- p.14 / Aims of the Project --- p.15 / Chapter II. --- RELATED LITERATURE： CRITIQUE AND BIBLIOGRAPHY --- p.17 / Related Literature --- p.17 / Fare --- p.17 / Services and Facilities --- p.19 / Overall Image --- p.22 / Bibliography --- p.25 / Chapter III. --- METHODOLOGY --- p.27 / Exploratory Research --- p.27 / Data Collection --- p.28 / Secondary Data --- p.28 / Primary Data --- p.29 / Questionnaire --- p.29 / Sampling Design --- p.29 / Information Sought --- p.31 / Pretest and Revision --- p.32 / Data Compilation and Analysis --- p.32 / Chapter IV. --- FINDINGS --- p.33 / The Secondary Research --- p.33 / Market Share of the KCR --- p.33 / The Peak-hour and Non-peak-hour Segments --- p.34 / Attitudes of Passengers in the Peak-hour Segment --- p.36 / The Primary Research --- p.37 / Demographics of Respondents --- p.37 / Travelling Habits in the Non-peak-hour Segment --- p.38 / Criteria in the Non-peak-hour Market --- p.43 / Awareness of Places in the NT --- p.45 / Consideration of Using KCR in Leisure Time --- p.47 / Conclusion --- p.49 / Chapter V. --- SUMMARY AND IMPLICATIONS --- p.52 / Summary --- p.52 / The Competitive Forces --- p.52 / Alert to Changes --- p.54 / Recommendation --- p.54 / A Positioning of the Corporation --- p.54 / The Objectives --- p.55 / Focusing on the Non-peak-hour Segment --- p.56 / Differentiation in the Peak-hour Segment --- p.57 / Recommended Strategies --- p.57 / Strategies for the Non-peak-hour Market --- p.58 / Strategies for the Peak-hour Market --- p.60 / Long-term Strategies --- p.63 / Appendix / Chapter A. --- Questionnaire for KCR Non-peak-hour Passenger Attitude Survey (English Version) / Chapter B. --- Questionnaire for KCR Non-peak-hour Passenger Attitude Survey (Chinese Version) / Chapter C. --- Summary Tables for KCR Non-peak-hour Passenger Attitude Survey

Fung Yin Ping. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 1996-97, design report." / Includes bibliographical references.

Leung Tak Wai. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 1996-97, design report." / Includes bibliographical references. / Chapter 1.0 --- INTRODUCTION / Chapter 1.1 --- Objectives / Chapter 1.2 --- Methodology / Chapter 2.0 --- BACKGROUND / Chapter 2.1 --- Client Profile / Chapter 2.2 --- Project Finance / Chapter 2.3 --- Existing conditions of Kowloon Tong Railway Station / Chapter 2.3.1 --- Location / Chapter 2.3.2 --- Accessibility / Chapter 2.3.3 --- Environmental Conditions / Chapter 2.3.4 --- Lease Constraints / Chapter 2.3.5 --- Facilities / Chapter 2.3.6 --- Users / Chapter 2.4 --- Previous KCRC Redevelopment Proposal / Chapter 3.0 --- SITE CONTEXT / Chapter 3.1 --- Regional Conditions / Chapter 3.1.1 --- Population / Chapter 3.1.2 --- Topography / Chapter 3.1.3 --- Existing development pattern of Kowloon Tong / Chapter 3.1.4 --- Land Use / Chapter 3.1.5 --- Build Form / Chapter 3.1.6 --- Transportation / Chapter 3.2 --- Surroundings / Chapter 3.2.1 --- Development of Festival Walk / Chapter 3.2.2 --- Nearby Traffic Conditions / Chapter 3.3 --- Study of Traffic Flow / Chapter 3.3.1 --- Pedestrian Flow / Chapter 3.3.2 --- Vehicular Flow / Chapter 3.3.3 --- Estimation of Future Traffic Demand / Chapter 4.0 --- PROBLEMS / Chapter 5.0 --- DESIGN PROGRAM / Chapter 5.1 --- Mission / Chapter 5.2 --- Schedule of Accommodation / Chapter 5.3 --- Design Guidelines / Chapter 5.4 --- Design Strategy / Chapter 6.0 --- APPENDIX

O objetivo da pesquisa aqui relatada é desenvolver um modelo de simulação estocástica capaz de reproduzir a circulação de trens em trechos de linha singela. O modelo é usado para avaliar o impacto que determinadas alterações podem provocar sobre o desempenho do sistema. Os fatores estudados são o número de estações existentes, os horários de partida dos trens, os tempos de parada nas estações e a velocidade média dos trens, que foram combinados em sete cenários diferentes. Os efeitos das alterações propostas são avaliados em termos do tempo total de percurso dos trens, o tempo médio de espera nas estações, a fila média, o tempo em que os trens ficam parados e circuIando, os tempos de ocupação dos desvios e a velocidade média dos trens. / The objective ofthis research isto develop a stochastic simulation model capable to reproduce the circulation of trains on a single track line. The proposed model is used to assess the impact of certain changes on the overall performance of the system. Seven different scenarios are used with this purpose. These scenarios include changes in the number of stations, train departure times, duration of stopping times at the stations and the train average speeds. The overall effect of these changes on the system is assessed by means of the trains total travel times, average waiting times at the stations, average queue lengths, running and stopping times, occupation times for sidings and the overall average speed for trains.

In the future, the performance of the railway system must be improved to accommodate increasing passenger volumes and service quality demands. Track switches are a vital part of the rail infrastructure, enabling traffic to take different routes. All modern switch designs have evolved from a design first patented in 1832. However, switches present single points of failure, require frequent and costly maintenance interventions, and restrict network capacity. Fault tolerance is the practice of preventing subsystem faults propagating to whole-system failures. Existing switches are not considered fault tolerant. This thesis describes the development and potential performance of fault-tolerant railway track switching solutions. The work first presents a requirements definition and evaluation framework which can be used to select candidate designs from a range of novel switching solutions. A candidate design with the potential to exceed the performance of existing designs is selected. This design is then modelled to ascertain its practical feasibility alongside potential reliability, availability, maintainability and capacity performance. The design and construction of a laboratory scale demonstrator of the design is described. The modelling results show that the performance of the fault tolerant design may exceed that of traditional switches. Reliability and availability performance increases significantly, whilst capacity gains are present but more marginal without the associated relaxation of rules regarding junction control. However, the work also identifies significant areas of future work before such an approach could be adopted in practice.

Essa dissertação analisa o movimento de transformação do conjunto arquitetônico da antiga Estrada de Ferro Sorocabana - em Sorocaba - resultado de um movimento de perda de prestígio na dinâmica dos transportes, por um lado, e de valorização como suporte da memória, por outro. Esse complexo ferroviário, fruto do ideário de desenvolvimento e progresso da segunda metade do século XIX, é composto por aproximadamente quarenta construções e que incluiu oficinas, escola, depósito, barracões, armazéns, centro recreativo etc. Ocupa uma área total de 199.000m2 numa região bem localizada, urbanizada e valorizada da cidade. Ao longo do tempo, a maior parte de suas edificações perderam suas funções originais, ganharam novos usos sociais e, recentemente, a maior parte do conjunto foi tombado como patrimônio. Olhar atentamente para seus usos sociais e projetos para a área e verificar suas compatibilidades com um espaço tombado é a preocupação central dessa dissertação / This dissertation analizes the transformation of the architectural complex of the former Sorocaba Railway in Sorocaba, SP as a result of a movement of loss of prestige in the transport dynamics, on the one hand, and of valorization as a support of memory, on the other. This railway complex, which was the fruit of the development and progress of the second half of the 19th century, consists of approximately forty buildings, including workshops, schools, warehouses, sheds, lodgements, recreative centers, etc. It occupies a total area of 199.000 m2, in a well located, urbanized and valued area of the city. Over time, most of its buildings have lost their original functions, gaining new social uses, and recently most of the buildings have been designated as a site of cultural heritage. Looking closely at their social uses and projects for the area and verifying their compatibility with those of a protected site is the central concern of this dissertation

O transporte ferroviário é uma das mais eficientes formas para escoamento da safra brasileira de granéis agrícolas. Apesar disso, a malha ferroviária nacional, bem como a sua frota de veículos, não tem sido expandida no mesmo ritmo que a produção de grãos, impondo restrições de capacidade de transporte cada vez mais fortes nesse modal. Nesse contexto, é necessário que a ferrovia torne-se mais eficiente, de forma a suprir o seu crescimento deficitário com aumento de produtividade. Esse trabalho lança mão de uma abordagem mista simulação-otimização para realizar a análise de possíveis estratégias operacionais para um sistema de transporte ferroviário operando em ciclo fechado, abordagem que se mostrou bastante adequada à representação de sistemas ferroviários do tipo considerado neste trabalho. É apresentado um modelo de simulação estocástica implementado em linguagem de programação dentro do qual foram testadas diversas regras de decisão baseadas em figuras de mérito diversas, algumas das quais apresentando resultados bastante promissores para testes práticos. / Railway transportation is one of the most efficient means used to carry the Brazilian grain production to export ports. However, grain production has grown at a faster rate than the railway infrastructure, leading to several operational restrictions for this transportation mode. Therefore it is expected from the railway operators an increase in their efficiency to supplement their lack of capacity. This research presents a discussion of some strategies that could be used for a grain rail transportation system operating in a closed loop, which was modeled as an simulation-optimization type of model, which revealed itself a very suitable approach when modeling this type of transportation system. This dissertation describes the simulation model developed to characterize the system, the prioritization rules that were incorporated into the model, as well as some very promising results.

Ce travail s’intéresse au phénomène de colmatage créé par la précipitation de la calcite dans les dispositifs des systèmes de drainage du réseau ferroviaire en particulier des lignes à grande vitesse (LGV). En effet, le colmatage de ces drains peut indirectement affecter la tenue géométrique de la voie. Maintenir les équipements hydrauliques dans leur état de fonctionnement optimal est un enjeu fort pour SNCF Réseau. L’objectif de cette recherche est de déterminer les processus et causes de l’entartrage et sa cinétique, en intégrant l’environnement naturel (géologie) et ferroviaire (matériaux anthropiques) ainsi que les types de dispositifs de drainage. La finalité de cette recherche est un double enjeu industriel: préventif et curatif. Les dysfonctionnements de ces dispositifs que ce soit en pleine voie ou en tunnel entrainent en effet une présence d’eau dans les structures d’assise des voies ferrées pouvant provoquer une dégradation de leurs caractéristiques mécaniques, et à terme induire des défauts de nivellement de rail pouvant mener à des impacts sur les circulations. L’obstruction des dispositifs de drainage par des dépôts carbonatés précipités est une cause majeure de réduction de la fonctionnalité de ces dispositifs sur le RFN : 546,8 km de linéaire de LGV (LN1 à LN6) sont potentiellement sous cet impact. Sur certaines lignes, cet impact est important. Par exemple, on a estimé que sur 78 km (LN2) de linéaire de LGV drainée par un collecteur drainant (CD), que le colmatage des CD lié à la précipitation de dépôts carbonatés pouvait représenter jusqu’à 80 % des cas de dysfonctionnement de drainage. Les techniques actuelles utilisées sont l’hydrocurage ou le marteau piqueur pour les dépôts très durcis mais tous les deux de faible rentabilité au vu du linéaire potentiellement colmaté. Afin de proposer des solutions innovantes de conception ou de traitement adaptées, l’étude des mécanismes en jeu a fait l’objet d’une campagne de mesures de plus de deux ans sur un site pilote de LGV (Chauconin, 77) instrumenté à cet effet permettant l’analyse des paramètres physico-chimiques de l’eau drainée ainsi que celle des dépôts précipités dans leur contexte géologique, géotechnique et hydrométéorologique. Cette approche a été complétée par l’étude de 8 sites complémentaires choisis en pleine voie et en tunnels à l’échelle de RFN et présentant une diversité de contextes environnementaux et ferroviaires. Le modèle hydrogéochimique développé ensuite sur cette base offre la possibilité de reproduire les processus observés sur le site de Chauconin: processus physique (Pluie-Débit) et processus physico-chimique (Modèle Transfert-Réaction), et de quantifier les quantités de dépôts prévisibles à terme dans les dispositifs. Ce modèle conceptuel est basé sur un modèle hydrologique empirique de deux réservoir de terrain en couplant les processus transport et réaction (dissolution – précipitation). Les premières analyses d’eau et de matériaux encaissants sur le site de Chauconin montrent que, en absence d’une nappe drainée, celle-ci est riche en calcium et sulfates. L’analyse fine des matériaux montre qu’une partie des matériaux rapportés utilisés dans la fondation de la plateforme ferroviaire contient du gypse dont la dissolution par l’eau d’infiltration pourrait expliquer la composition de l’eau du drainage. Les eaux sur les sites supplémentaires que soit avec une présence de nappe permanent ou temporelle, sont essentiellement calcium carbonate. La composition de ces eaux est cohérente avec la géologie calcaire. Le modèle développé peut être extensible à d’autres sites ferroviaires comme tunnels. A ce stade de notre travail de recherche, nous proposons donc un outil d’aide à la décision à double objectif : diagnostic du risque de précipitation de calcite et justification du choix des typologies de solutions techniques préventives ou curatives / This thesis focuses on the clogging phenomenon linked to the precipitation of calcite in high-speed line drainage systems (HSL). Indeed, the clogging of these drains can affect the geometric behavior of the track. Maintaining hydraulic devices in its optimal operating condition is a major challenge for SNCF Réseau. The objective of this research is to determine the processes and causes of calcite formation and its kinetics, by integrating the natural environment (geology) and railway context (anthropogenic materials) as well as the types of drainage devices. The purpose of this research has double industrial goals: preventive and curative. The dysfunction of the devices of the HSL drainage systems, whether along the track or in the tunnel, cause the presence of water in the foundation of the tracks, which can lead to a degradation of their mechanical characteristics, and in the long term induce rail levelling that can lead to impacts on traffic. The clogging of drainage devices by precipitated carbonate deposits is a major cause of reducing the functionality of these devices on the French Railway Networks (RFN): 546.8 km of HSL (Line 1 to 6) are potentially under this impact. In some ways, this impact is essential. For example, it has been estimated that over 78 km (HSL 2) of HSL equipped with draining collector, that the clogging of the devices related to the precipitation of carbonate deposits could represent up to 80% of cases of drainage dysfunction. The curent techniques used are the hydrocuring or the jackhammer for very hardened deposits but both of low profitability in view of the potentially clogged kilometers. In order to propose innovative design or treatment solutions adapted to the different site contexts, the study of the mechanisms involved was the subject of a site monitoring lasting more than two years at a HSL pilot site (Chauconin, 77) instrumented for this purpose allowing the analysis of the physico-chemical parameters of the drained water as well as that of precipitated deposits in their geological, geotechnical and hydrometeorological context. This approach was complemented by the study of 8 other complementary sites selected in full-scale of RFN including tunnels under variant geology as well as covering all existing drainage devices in the railway infrastructure.The hydrogeochemical model developed on this basis offers the possibility of reproducing the processes observed on the Chauconin site: the physical process (Rain-Flow) and the physicochemical process (Transfer-Reaction Model) according to their context in order to quantify predictably the deposits in the drainages devices. This conceptual model is based on an empirical hydrology model of two ground reservoir by coupling the processes of transfer and reaction (dissolution - precipitation). The first analysis of water and surrounding materials on the Chauconin site show that, in the absence of a drained aquifer, this drained water is rich in calcium and sulphates. The detailed analysis of the materials shows that some of the reported materials used in the foundation of the railway platform contain gypsum whose dissolution by infiltration water could explain the composition of the drained water. The waters on the additional sites with a presence of permanent or temporal aquifer are essentially calcium carbonate. These drained waters are consistent with their calcareous or Gypsums geology.The developed conceptual model could be expanded to other railway sites as tunnel. At this stage of our research work, we propose a conceptual decision-making tool with two objectives: diagnosis the calcite precipitation and justification of the choice of typologies of solutions