The master´s thesis deals with the reconstruction design of Kyjov railway station. The solution is aimed at meeting the traffic requirements, modifying the layout of the platforms and access routes for the safe movement of people with reduced mobility and orientation. The proposal deals with rail crossing in accordance with current legislations. In this thesis is proposed renewal of drainage.

The objective of this master´s thesis is a design of modernization of railway line no. 300 Brno – Přerov in Vyškov area and its vicinity for speed 200 km/h. The track section is located between railway station Luleč and Ivanovice na Hané. The track is designed in two variants. The first variant is proposed keeping railway line through Vyškov railway station including necessary modification of the railway station. The second variant suggests keeping track outside Vyškov and a connection with the railway station by bridging is designed.

Die Eisenbahnsicherungstechnik ist eines der wenigen technischen Fachgebiete, die bis heute überwiegend national geprägt sind. Ausgangspunkt der Dissertation sind vergleichende Betrachtungen zur Bahnsicherungstechnik auf internationaler Ebene. Die Dissertation stellt Gemeinsamkeiten und Unterschiede in den Technologien heraus und führt diese auf gemeinsame Anforderungen zurück. / Railway signalling is one of the few technical fields which are still considered mainly on a national level. The basis for these doctoral thesis is an extensive comparison of railway signalling on an international level. The doctoral thesis point out main commons and differences of signalling and interlocking worldwide, and bases them on common requirements.

This master thesis contains the design of the alternative northern connection of high-speed track Prague – Brno – Breclav to station Svetla nad Sazavou, including optimization of the main track between kilometres 95.3 and 102.3. This connection will be used as the temporary end of the high-speed track. Design speeds of the connection are 160 kph and 200 kph, switches are in kilometres 95.9 and 98.5.

The aim of this master’s thesis is the design of railway junction from high-speed rail RS1 Bohumín – Přerov to railway station Hranice na Moravě at a speed 160 of kph. The design has been developed with minimisation of land occupation and the minimisation of engineering structures. The next aim is the design of two pairs of railroad switch on the high-speed rail. Part of the thesis is the design of the railway substructure, railway superstructure and track drainage.

This theses aims to propose two alternatives of optimised construction procedures for the reconstruction of the railway station Mikulášovice dolní nádraží. The reconstruction is based on the design provided by Metroprojekt Praha a.s. Each alternative describes suitable mechanization, coordination of works, including needed number of workers, coordination of the works and the total implentation cost analysis. As the thesis deals with reconstruction, it also considers substitute transportation plan. The details are summarized in extensive schedules. The two alernative are compared and evaluated.

The aim of the thesis is to introduce the concept of the transport terminal in Hranice. The new building brings together bus and train station building services and creates a dignified gateway to the city. The building also serves as a local center of public facilities and local disruption of the barrier formed by the railway within the city.

[pt] Este trabalho trata do problema real de avaliar a capacidade de processamento de pátios ferroviários planos de classificação. Nesses pátios, os vagões são recebidos em trens e movimentam respeitando a disposição dos trilhos e a formação sequencial do trem de saída. Movimentações ineficientes implicam em uma capacidade de processamento inferior à potencial do pátio dado seu layout. O objetivo desta pesquisa é descrever o problema e incitar um método capaz de calcular a capacidade de processamento de pátios ferroviários planos de classificação no horizonte estratégico, indicando se existe ou não a necessidade de um projeto de expansão para garantir atendimento à demanda prevista. O problema foi modelado através de programação linear inteira mista (MILP) baseado na teoria de sequenciamento de produção. O modelo foi aplicado em instâncias de teste, reproduzindo movimentações reais de vagões, e provou avaliar diferentes layouts adequadamente, porém com elevado tempo de execução. A inicialização de algumas variáveis binárias do modelo permitiu um incremento de tamanho nas instâncias, porém ainda inviável para aplicação na prática. / [en] This work deals with the real problem of evaluating the processing capacity of flat rail classification yards. In these yards, the railway cars are received on trains and move respecting the car sequence of the outgoing train. Inefficient movements imply a lower processing capacity than the yard s potential given its layout. The objective of this research is to describe the problem and to incite a method capable of calculating the processing capacity of flat rail classification yards in the strategic horizon, indicating whether or not there is a need for an expansion project to ensure meeting the expected demand. The problem was modeled using mixed integer linear programming (MILP) based on production scheduling theory. The model was applied to test instances, reproducing real railway car movements, and proved to evaluate different layouts properly, but with a high execution time. The initialization of some binary variables of the model allowed an increase in the size of the instances, however it is still unfeasible for practical application.

Nowadays, rail transport has become one of the most widely utilised forms of transport thanks to its high safety level, large capacity, and cost-effectiveness. With the railway network's continuous development, including urban rail transit, one of the major areas of increasing attention and demand is ensuring safety or risk management in operation long-term remains for the whole life cycle by scientific tools, management of railway operation (Martani 2017), specifically in developed and developing countries like Vietnam. The situation in Vietnam demonstrates that the national mainline railway network has been built and operated entirely in a single narrow gauge (1000mm) since the previous century, with very few updates of manual operating technology. This significantly highlights that up to now, the conventional technique for managing the safety operation in general, and collision in particular, of the current Vietnamese railway system, including its subsystems, is only accident statistics which is not a scientific-based tool as the others like risk identify and analyse methods, risk mitigation…, that are already available in many countries. Accident management of Vietnam Railways is limited and responsible for accident statistics analysis to avoid and minimise the harm caused by phenomena that occur only after an accident. Statistical analysis of train accident case studies in Vietnam railway demonstrates that, because hazards and failures that could result in serious system occurrences (accidents and incidents) have not been identified, recorded, and evaluated to conduct safety-driven risk analysis using a well-suited assessment methodology, risk prevention and control cannot be achieved. Not only is it hard to forecast and avoid events, but it may also raise the chance and amount of danger, as well as the severity of the later effects. As a result, Vietnam's railway system has a high number of accidents and failure rates. For example, Vietnam Rail-ways' mainline network accounted for approximately 200 railway accidents in 2018, a 3% increase over the previous year, including 163 collisions between trains and road vehicles/persons, resulting in more than 100 fatalities and more than 150 casualties; 16 accidents, including almost derailments, the signal passed at danger… without fatality or casual-ty, but significant damage to rolling stock and track infrastructure (VR 2021). Focusing and developing a new standardised framework for safety management and availability of railway operation in Vietnam is required in view of the rapid development of rail urban transport in the country in recent years (VmoT 2016; VmoT 2018). UMRT Line HN2A in southwest Hanoi is the country's first elevated light rail transit line, which was completed and officially put into revenue service in November 2021. This greatly highlights that up to the current date, the UMRT Line HN2A is the first and only railway line in Vietnam with operational safety assessment launched for the first time and long-term remains for the whole life cycle. The fact that the UMRT Hanoi has a large capacity, more complicated rolling stock and infrastructure equipment, as well as a modern communica-tion-based train control (CBTC) signalling system and automatic train driving without the need for operator intervention (Lindqvist 2006), are all advantages. Developing a compatible and integrated safety management system (SMS) for adaption to the safety operating requirements of this UMRT is an important major point of concern, and this should be proven. In actuality, the system acceptance and safety certification phase for Metro Line HN2A prolonged up to 2.5 years owing to the identification of difficulties with noncompliance to safety requirements resulting from inadequate SMS documents and risk assessment. These faults and hazards have developed during the manufacturing and execution of the project; it is impossible to go back in time to correct them, and it is also impossible to ignore the project without assuming responsibility for its management. At the time of completion, the HN2A metro line will have required an expenditure of up to $868 million, thus it is vital to create measures to prevent system failure and assure passenger safety. This dissertation has reviewed the methods to solve the aforementioned challenges and presented a solution blueprint to attain the European standard level of system safety in three-phase as in the following: • Phase 1: applicable for lines that are currently in operation, such as Metro Line HN2A. Focused on operational and maintenance procedures, as well as a training plan for railway personnel, in order to enhance human performance. Complete and update the risk assessment framework for Metro Line HN2A. The dissertation's findings are described in these applications. • Phase 2: applicable for lines that are currently in construction and manufacturing, such as Metro Line HN3, Line HN2, HCMC Line 1 and Line 2. Continue refining and enhancing engineering management methods introduced during Phase 1. On the basis of the risk assessment by manufacturers (Line HN3, HCMC Line 2 with European manufacturers) and the risk assessment framework described in Chapter 4, a risk management plan for each line will be developed. Building Accident database for risk assessment research and development. • Phase 3: applicable for lines that are currently in planning. Enhance safety requirements and life-cycle management. Building a proactive Safety Culture step by step for the railway industry. This material is implemented gradually throughout all three phases, beginning with the creation of the concept and concluding with an improvement in the attitude of railway personnel on the HN2A line. In addition to this overview, Chapters 4 through Chapter 9 of the dissertation include particular solutions for Risk assessment, Vehicle and Infrastructure Maintenance methods, Inci-dent Management procedures, and Safety Culture installation. This document focuses on constructing a system safety concept for railway personnel, providing stringent and scientific management practises to assure proper engineering conditions, to manage effectively the metro line system, and ensuring passenger safety in Hanoi's metro operation

In countries with rough weather conditions, frequent delays cause railway companies to waste time and money. Many of these delays are related to the train detection systems, as the old DC track circuits are still used in some countries, including Sweden, our case study. Since the most important factor in the railway system is safety, in some cases, the train detection system gets incorrect information and detects a non-existent train. The train slows down to avoid a problem in the track (with other trains or other faults), causing prolonged delays with cascading effects. The analysis in this licentiate contributes to the detection and reduction of TC failures; this, in turn, will save money for the railway community.A classification of the most probable causes of failures related to the train detection system was derived from the Swedish failures report database 0FELIA. After classifying failures, we focussed on the three most common worst case scenarios: low resistance between the rails, external interference such as a lightning strike, and iron-powder-bridges in the insulated joint.Electromagnetic interferences (EMI) are a problem for the railway system in general. One source of electromagnetic (EM) transients is the return current harmonic produced by the engine of the rolling stock itself. In the first stage of this licentiate, we implemented a Matlab model of the power supply system of the Swedish railway infrastructure, using the characteristics and previous measures of a real source. A model of a train as an active load validated by the manufacturer was integrated as a subsystem in different positions of the infrastructure. This method was used to study the behaviour of the low frequency system from an electrical point of view but it could also be used as input for an electromagnetic model using high frequencies. The model was validated through measurements taken in northern Sweden.In addition, a 3D model of the whole railway system was proposed. The simulation software was CST STUDIO SUITE® (Computer Simulation Technology Studio Suite), supported by real measurements on site and the lab to tune and validate the model. The results of the simulation show that the model fits with reality and is reliable for the study of track circuit sections.Some measurements followed the current standards, but we also analysed points not covered by them, allowing us to update the current standards