Actuellement, la majorité des convertisseurs embarqués dans des trains circulant sous une caténaire alternative est composée d’un transformateur basse fréquence, puis de redresseurs,alimentant des moteurs de traction via des onduleurs de traction. Les inconvénients majeurs de ces structures sont un volume et une masse embarqués importants, dus au transformateur fonctionnant en basse fréquence. Le rendement est également mauvais, à cause des contraintes de volume et de masse. Grâce aux développements des semiconducteurs haute tension et forte puissance et des transformateurs moyenne fréquence, i.e. de l’ordre de quelques kilohertz, de nouvelles topologies de convertisseurs embarqués, appelées transformateurs électroniques, sont à l’étude. Si plusieurs topologies ont déjà été étudiées dans la littérature, elles n’ont jamais été comparées. L’objectif principal de cette thèse est donc de proposer une méthodologie de dimensionnement des différentes topologies de transformateurs électroniques, afin de pouvoir les comparer. Un état de l’art des différentes structures proposées dans la littérature est présenté dans le premier chapitre de ce mémoire. Le chapitre 2 est consacré à la comparaison de structures indirectes. Pour cela, une méthodologie, permettant d’optimiser le dimensionnement de chaque structure afin de maximiser son rendement sous des contraintes de masse et de volume, a été développée. Elle est ensuite appliquée sur des topologies utilisant des MOSFET SiC, contrairement aux structures à IGBT Si développées dans la littérature. L’inductance magnétisante est considérée afin d’assurer un fonctionnement en commutation douce, et ainsi limiter les pertes. Un troisième chapitre propose un filtre actif innovant, intégré aux DC-DC du convertisseur. Celui-ci a pour but de réduire le volume du condensateur de filtrage des bus intermédiaires, et ainsi le volume total du convertisseur, sans dégrader la fiabilité intrinsèque de celui-ci. Son fonctionnement et son impact sur les pertes du DC-DC y sont étudiés. Enfin, le dernier chapitre est dédié à l’étude des interactions entre le convertisseur embarqué et l’infrastructure ferroviaire. Pour cela, des modèles d’infrastructure 25 kV-50 Hz ont été réalisés. Ceux ci comportent notamment un circuit original modélisant l’effet de peau dans la caténaire. Des résonances à certaines fréquences, caractéristiques de la géométrie du réseau et de la position du train sur celui-ci, ont été mises en évidence dans l’impédance vue par le train. Ces modèles ont aussi été implémentés dans un simulateur numérique, pour alimenter une maquette petite échelle de convertisseur. Ce type de test n’a, a priori, jamais été réalisé sur un transformateur électronique. Une conclusion générale et des perspectives sur les travaux présentés concluent ce mémoire / Current on-board converters, running on AC catenaries, are mainly composed by a low frequency transformer, then rectifiers, supplying traction motors through three-phase inverters. Due to volume and mass constraints on the converter, the efficiency of the transformer is limited. Moreover, this transformer is quite bulky and heavy. Thanks to the development of high voltage and high power semiconductors, such as Si IGBTs or SiC MOSFETs, and of medium frequency transformer, i.e. operating at a few kilohertz, new topologies of on-board converters, named Power Electronic Traction Transformer (PETT), are studied. Though several structures have been studied in the literature, they have never been compared. The main objective of this thesis is, thus, to develop a methodology to size PETT topologies, in order to compare them. In the first chapter, a state of the art of the PETT structures proposed in literature is presented. The second chapter is dedicated to the comparison of indirect topologies. A methodology, optimising the sizing of each structure to maximise its efficiency under mass and volume constraints, is developed. It is applied on topologies using SiC MOSFETs, contrary to Si IGBT structures developed in the literature. The magnetizing inductance is also considered to insure soft switching and reduce the losses. In the third chapter, an novel active filter, included in the DC-DCs of the converter, is proposed. The aim is to reduce the volume of the filtering capacitors on the intermediate buses, and thus, of the entire converter, without impacting the intrinsic reliability of the converter. Its impact on the losses of the DC-DC is studied. The last chapter deals with the interactions between the on-board converter and the infrastructure. Thus, the 25 kV-50 Hz railway network is modeled. It includes a novel circuit, modelling the skin effect in the catenary. Some resonances, dependant on the sector geometry and the train position, are highlighted in the impedance seen by a train. Moreover, the models are implemented in a numerical simulator to supply a small scale mock-up of a PETT. PHIL tests have, a priori, never been carried on a PETT. A conclusion and some perspectives of future work close thisdissertation.

Intresset för effektivisering av underhåll på järnvägen i Sverige växer, järnvägsinfrastrukturen utsätts för högre belastning på grund av den ökade trafiken vilket innebär mer slitage och kortare tidsfönster för inspektion och underhåll. Digitalisering av underhåll på järnvägen bidrar med att säkerställa kontinuerlig drift, effektivt underhåll, planering och minskar olyckor. Realtidsöverföring av data är teknik som är centralt för att mäta tillståndet på järnvägen. Tekniken har visats effektivisera det förebyggande underhållet av järnvägen med enheter som mäter tillståndet på räls och lok i realtid, tekniken benämns som tillståndsbaserade underhållssystem. Syftet med denna studie är att identifiera de problemfaktorer som påverkar användningen av tillståndsbaserat underhåll med utgångspunkt från inblandade aktörer. Studiens använder sig av aktörs-nätverksteorin för att identifiera hur problemfaktorerna förhåller sig till inblandade aktörer och hur användningen av tillståndsbaserat underhåll påverkas av faktorerna. Data samlades in via semistrukturerade intervjuer och tolkades med en innehållsanalys. Resultatet indikerar att komplexitet, samverkan, datahantering, juridiska aspekter, ekonomiska aspekter, underhållsaspekter och kompetensnivå är kategorier över de identifierade problemfaktorer som kan bidra med problem kring användningen av tillståndsbaserat underhåll. / Interest in efficientmaintenance on the railway in Sweden is growing, the railway infrastructure is exposed to higher loads due to the increased traffic, which leads to increased tear on the railway infrastructure and shorter time windows for inspection and maintenance. Digitalization of maintenance on the railway helps to ensure continuous operation, efficient maintenance, planning and reduces accidents. Real-time data transmission is technology that is central to measuring the condition of the railway. The technology has been proven to improve the preventive maintenance of the railway with units that measure the condition of rails and locomotives in real time, the technology is referred to as condition-based maintenance. The purpose of this study is to identify the problem factors that have an influencing effect on the use of condition-based maintenance systems based on the actors involved. The study uses the Actor Network Theory to identify how the problem factors relate to the actors involved and how the use of condition-based maintenance is affected by the factors. Data were collected via semi-structured interviews and interpreted with a content analysis. The results indicate that complexity, collaboration, data management, legal aspects, financial aspects, maintenance aspects and competence level are categories over factors that can contribute to problems around the use of condition-based maintenance.

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

Many European railway infrastructure operators have to expand their networks to deal with rising demand. Extensions are planned using the process of timetable-based infrastructure development, where a strategic timetable is calculated first, and necessary infrastructure expansions are identified afterward. While numerous mathematical optimization models for railway network design and railway timetabling exist, there is a lack of network design models that explicitly focus on timetable-based demand data. This is addressed through the development of three variants of the timetable-based railway network design problem (TBRNDP): a nominal model (TBRNDP-N) that optimizes a network for a single timetable scenario, a robust model (TBRNDP-R) that extends the nominal model to incorporate uncertain demand data and a budget-constrained model (TBRNDP-B) that aims to maximize the satisfied demand while respecting a budget. The optimization models developed in this thesis use multigraphs as a mesoscopic representation of railway infrastructure. Nodes represent stations or junctions. The capacity of nodes is not limited due to complexity reasons. Edges represent individual tracks between two nodes, with multiple parallel edges denoting multi-track lines. The infrastructure model also considers node links, which denote which lines are directly connected in a node. The edge capacities are estimated using train type- and order-dependent headway times, which must be respected between two following or crossing trains. The models provide capacity by activating additional edges or reducing travel or headway times. Demand data is derived from a strategic timetable as a list of trains with attributes such as routing or timing restrictions and train types. Furthermore, timing relationships between two trains, such as frequencies or transfers, are considered. A preprocessing routine has been developed to identify and eliminate those variables and constraints that cannot be part of a feasible solution. It consists of three steps: path generation and evaluation, track-choice rules, and headway evaluation. Suitable paths that respect the routing and timing restrictions are generated before the optimization. The track-choice rules reduce symmetry within the optimization. Headway cases are evaluated using the time bounds and the shortest possible travel times to identify which headway times are implicitly respected and which have to be enforced by the optimization model. The nominal model TBRNDP-N optimizes a network for a single strategic timetable. The model computes a feasible macroscopic timetable and a cost-optimal railway network based on the demand data and a choice of possible network elements. The objective function minimizes infrastructure costs, including fixed costs for activating edges and node links and specific costs for each minute of travel or headway time reduction. The objective function is subject to constraints covering network- and timing-related aspects. The network design constraints enforce that one path is activated for each train, that each train is routed on specific tracks, and that all network elements required by trains are activated. The temporal aspect of timetabling is integrated through timing variables that denote the time at which departure and arrival events occur. A feasible temporal path has to be assigned to each train in a way that respects travel times, time bounds, and node timing constraints. Timing relationships between two trains cover frequencies and transfers enforce that two events associated with two trains happen within a defined time window. The headway times are differentiated between following trains that travel in the same direction and crossing trains that travel in opposite directions. Constraints are defined according to the evaluation of headway cases from the preprocessing. Computational experiments are conducted using real-world data from the Deutschlandtakt, a strategic timetable for Germany. They prove the model’s functionality but also show that performance improvements are necessary to calculate high-quality solutions for large test instances. This is addressed by introducing a heuristic decomposition approach based on the logic-based Benders decomposition concept. Using an integer (IP)-model for routing and network design, a satisfiability-module-theories (SMT)-model for timetabling, and an iterative solution procedure, the heuristic is capable of finding solutions in a much shorter time, but at the expense of solution quality. Finally, a brief sensitivity analysis is conducted, which demonstrates that shadow prices are unsuitable for capturing the model’s reactions to right-hand-side modifications and shows that relaxing the time bounds benefits network costs. Strategic timetables are based on demand prognoses and political requirements and, therefore, are subject to uncertainty. Using TBRNDP-N to optimize a network specifically for one strategic timetable could lead to issues when the strategic timetable changes and expensive additions to the infrastructure are necessary to accommodate the additional demands from the modified timetable. To avoid this, the model TBRNDP-N has been expanded to deal with uncertain input data modeled in two ways: discrete timetable scenarios cover different timetable concepts, and optional trains handle uncertain demand within a scenario. The robust model TBRNDP-R can optimize networks on which several different timetable scenarios can be operated. It is possible to control the robustness level through a coverage share parameter. Optional trains can be used to identify capacity reserves within the solution network, as they can be activated if sufficient capacity is available and they do not require additional infrastructure investments. A computational study has been conducted using two small test instances from the Deutschlandtakt, which have been extended to ten scenarios each. The results show that the robust model suffers from performance issues. Therefore, a decomposition heuristic for TBRNDP-R has been developed, which solves the scenarios individually and uses an SMT model to determine which timetable scenario can be activated on which infrastructure. Afterward, the network covering most scenarios is iteratively extended until a solution covering all scenarios has been found. The heuristic showed encouraging results, both in terms of computation times and solution quality. However, it heavily depends on the performance of TBRNDP-N, as it uses this for each scenario. The chapter closes by analyzing the robust model’s sensitivity towards changing train penalties, establishing a trade-off between additional infrastructure costs and penalties for inactive trains. The literature review conducted at the beginning of the thesis shows that many applications for railway network design have to deal with a limited budget for infrastructure investments. Therefore, the budget-constrained model TBRNDP-B has been developed, which features a change in the objective function: Instead of minimizing costs to satisfy a fixed demand, the budget-constrained model aims to maximize the fulfilled demand while respecting a limited budget for infrastructure investments. Six different measures to quantify the fulfilled demand are introduced and evaluated, with the preferred one using the shortest path’s length as the objective coefficient for each train. Computational experiments proved that the model works as intended and that usable solutions can be obtained within a reasonable time. The presented optimization models are valuable tools for an automatic and optimized network design process. Nevertheless, they also provide a foundation for further research. These include extensions of the modeling framework and the development of solution algorithms. Further research focusing on modeling could address the unlimited node capacities by incorporating different measures to quantify the node capacity or using a network-wide capacity measure. Also, more technical restrictions on edges could be considered and used as possible capacity extensions to further increase the practical applicability of the models. The presented models do not consider timetable quality, which could also be a promising topic of further research by incorporating a measure of timetable quality, such as average travel times or operational stability, into the objective function. The heuristic solution algorithms presented for TBRNDP-N and TBRNDP-R provided promising results regarding computation time reduction. However, the one for TBRNDP-N struggled to achieve a solution quality similar to the complete IP model. Refining the heuristics or developing an algorithm capable of providing optimal solutions would be a promising area of research and an essential step toward the productive use of the optimization models.:1. Introduction 1 1.1. Strategic Infrastructure Development 1.1.1. Strategic Timetables and Their Role in the Planning Process 1.1.2. Creating Strategic Timetables Using Mathematical Optimization Models 1.2. Network Design Problems 1.2.1. Combining Network Design and Scheduling 1.2.2. Applications of Network Design Problems to Railways 1.2.3. Robustness in Railway Network Design 1.3. Contributions of This Thesis 2. Modeling Railway Infrastructure, Timetables and Capacity 2.1. Infrastructure 2.1.1. The Mesoscopic Infrastructure Model With Parallel Edges and Node Links 2.2. Timetables 2.3. Capacity of Railway Lines 3. The Nominal Optimization Model TBRNDP-N 3.1. Preparing the Data for Optimization 3.1.1. Path Generation and Network-Related Sets 3.1.2. Track-Choice Rules 3.1.3. Time Window Evaluation and Headway-Related Sets 3.2. Basic Formulations for the Network Design Problem 3.2.1. The Multi-Commodity, Capacitated Fixed-Charge Network Design Problem with Arc-Flow Variables 3.2.2. The Multi-Commodity, Capacitated Fixed-Charge Network Design Problem with Path-Flow Variables and Unsplittable Flows 3.3. The Nominal Timetable-Based Railway Network Design Problem TBRNDP-N 3.4. Computational Experiments for the Nominal Model 3.4.1. Introduction to the Test Dataset 3.4.2. Evaluation of the Preprocessing Measures 3.4.3. Computational Results for Timetable-based railway network design problem - nominal (TBRNDP-N) 3.4.4. Discussion of the Experiments 3.5. A Decomposition Approach for TBRNDP-N Using Logic-Based Benders Decom- position 3.5.1. Benders Decomposition 3.5.2. Logic-Based Benders Decomposition 3.5.3. Satisfiability Modulo Theories 3.5.4. A Decomposition Heuristic for TBRNDP-N using satisfiability modulo theories (SMT) 3.5.5. Computational Results for the SMT-Based Decomposition Heuristic 3.5.6. Discussion of the Heuristic 3.6. Sensitivity Analysis 3.6.1. Sensitivity Analysis in General 3.6.2. Right-Hand-Side Variation for TBRNDP-N 3.6.3. Conclusion 3.7. Summary 4. The Robust Optimization Model TBRNDP-R 4.1. Uncertainty in Strategic Timetables 4.1.1. Timetable Scenarios 4.1.2. Optional Trains 4.2. The Robust Timetable-Based Railway Network Design Problem TBRNDP-R 4.3. Computational Results for the Robust Model 4.3.1. Discussion 4.4. A Decomposition Heuristic for the Robust Model TBRNDP-R 4.4.1. Computational Results for the Decomposition Algorithm 4.5. Sensitivity Analysis of the Robust Model Timetable-based railway network design problem - robust (TBRNDP-R) 4.6. Summary 5. The Budget-Constrained Model TBRNDP-B 5.1. Formulation of TBRNDP-B 5.1.1. Evaluating Different Objective Functions for Timetable-based railway network design problem - budget (TBRNDP-B) 5.2. Computational Results for the Budget-Constrained Model 5.3. Summary 6. Summary and Future Developments 6.1. Summary of Main Contributions 6.2. Further Research Directions / Viele europäische Eisenbahninfrastrukturunternehmen müssen ihre Kapazitäten erweitern, um mit der steigenden Nachfrage Schritt zu halten. Erweiterungen werden häufig nach dem Verfahren der fahrplanbasierten Infrastrukturentwicklung geplant, bei dem zunächst ein strategischer Fahrplan berechnet und anschließend die notwendigen Infrastrukturerweiterungen ermittelt werden. Es gibt zwar zahlreiche Optimierungsmodelle für die Berechnung optimaler Netzwerke und Fahrpläne, aber es fehlt an Modellen für die Infrastrukturentwicklung, die sich explizit auf fahrplanbasierte Nachfragedaten konzentrieren. Diesem Problem wird durch die Entwicklung von drei Varianten des fahrplanbasierten Netzwerkdesignproblems für Eisenbahnen (timetable-based railway network design problem, TBRNDP) begegnet: ein nominales Modell (TBRNDP-N), das ein Netz für ein bestimmtes Fahrplanszenario optimiert, ein robustes Modell (TBRNDP-R), das das nominale Modell erweitert, um unsichere Nachfragedaten einzubeziehen, und ein Modell mit limitiertem Budget (TBRNDP-B), das darauf abzielt, die befriedigte Nachfrage unter Berücksichtigung eines Budgets zu maximieren. Die in dieser Arbeit entwickelten Optimierungsmodelle verwenden Multigraphen und eine mesoskopische Darstellung der Eisenbahninfrastruktur. Die Knoten stellen Bahnhöfe oder Abzweigstellen dar, deren Kapazität aus Komplexitätsgründen nicht begrenzt ist. Kanten stellen einzelne Gleise zwischen zwei Knoten dar, wobei mehrgleisige Strecken durch mehrere, parallele Kanten abgebildet werden. Das Infrastrukturmodell beinhaltet auch Verbindungskurven, die angeben, welche Strecken in einem Knoten direkt miteinander verbunden sind. Die Streckenkapazitäten werden mit Hilfe von zugart- und zugfolgeabhängigen Mindestzugfolgezeiten abgeschätzt, die zwischen zwei aufeinander folgenden oder sich kreuzenden Zügen eingehalten werden müssen. Die Modelle stellen Kapazität durch die Aktivierung zusätzlicher Kanten oder die Verringerung von Fahr- oder Zugfolgezeiten bereit. Die Nachfragedaten werden aus einem strategischen Fahrplan als Liste von Zügen mit zeitlichen und räumlichen Vorgaben sowie Zugeigenschaften abgeleitet. Darüber hinaus werden zeitliche Beziehungen zwischen zwei Zügen, wie z. B. Takte oder Anschlüsse, berücksichtigt. Es wurde eine Preprocessing-Routine entwickelt, um diejenigen Variablen und Nebenbedingungen zu identifizieren und zu eliminieren, die nicht Teil einer gültigen Lösung sein können. Sie besteht aus drei Schritten: Pfaderzeugung und -Bewertung, Regeln für die Gleiszuordnung und Analyse von Zugfolgefällen. Das nominale Modell TBRNDP-N optimiert ein Netzwerk für einen strategischen Fahrplan. Basierend auf den Nachfragedaten und einem maximal möglichen Netzwerk wird durch das Modell ein zulässiger, makroskopischer Fahrplan und ein dafür optimiertes Netzwerk berechnet. Die Zielfunktion minimiert die Infrastrukturkosten, bestehend aus fixen Kosten für die Aktivierung von Kanten und Verbindungskurven und spezifischen Kosten für jede Minute Fahr- oder Zugfolgezeitverkürzung. Die Zielfunktion unterliegt Nebenbedingungen, die Aspekte des Netzwerkdesigns und der Fahrplanung abdecken. Die Nebenbedingungen für das Netzwerkdesign stellen sicher, dass für jeden Zug ein Pfad ausgewählt wird, dass jeder Zug auf bestimmte Gleise geleitet wird und dass alle von den Zügen benötigten Netzelemente aktiviert werden. Der zeitliche Aspekt der Fahrplangestaltung wird durch Zeitvariablen integriert, die Zeitpunkte für Ankunfts- und Abfahrtsereignisse angeben. Jedem Zug muss eine realisierbare zeitliche Trasse zugewiesen werden, die die Fahrzeiten, die Zeitvorgaben und die zeitliche Flusserhaltung in Knoten berücksichtigt. Zeitliche Verknüpfungen zwischen zwei Zügen umfassen Takte und Anschlüsse und stellen sicher, dass zwei Ereignisse zweier verschiedener Züge innerhalb eines bestimmten Zeitfensters statt finden. Bei den Zugfolgezeiten wird zwischen einander folgenden und kreuzenden Zügen unterschieden. Mit realen Daten aus dem Deutschlandtakt, einem deutschlandweitem strategischen Fahrplankonzept, wurde eine Reihe von Experimenten durchgeführt. Sie beweisen die Funktionalität des Modells, zeigen aber auch, dass Performanceverbesserungen notwendig sind, um qualitativ hochwertige Lösungen für große Testinstanzen zu berechnen. Dazu wird ein heuristischer Dekompositionsalgorithmus auf der Grundlage der logic-based Benders Decomposition entwickelt. Unter Verwendung eines Integer-Modells für Routing und Netzwerkdesign, eines Satisfiability-Modulo-Theories (SMT)-Modells für die Fahrplanung und eines iterativen Lösungsverfahrens ist die Heuristik in der Lage, Lösungen in wesentlich kürzerer Zeit zu finden. Allerdings ist die Lösungsqualität noch nicht zufriedenstellend. Strategische Fahrpläne beruhen auf Nachfrageprognosen und politischen Vorgaben und sind daher mit Unsicherheiten behaftet. Die Verwendung von TBRNDP-N zur Optimierung eines Netzes speziell für einen strategischen Fahrplan könnte zu Problemen führen, wenn sich der strategische Fahrplan ändert und teure Ergänzungen der Infrastruktur erforderlich sind. Um dies zu vermeiden, wurde das Modell TBRNDP-N erweitert, um mit unsicheren Eingangsdaten umgehen zu können, die auf zwei Arten modelliert werden: diskrete Fahrplanszenarien decken verschiedene Fahrplankonzepte ab, und optionale Züge behandeln unsichere Nachfrage innerhalb eines Szenarios. Das robuste Modell TBRNDP-R kann optimierte Netzwerke berechnen, auf denen mehrere unterschiedliche Fahrplanszenarien gefahren werden können. Es ist möglich, den Grad der Robustheit zu steuern. Optionale Züge können zur Identifizierung von Kapazitätsreserven innerhalb des Netzwerks verwendet werden. Auch für das robuste Modell wurde eine Studie mit zwei kleinen Testfällen aus dem Deutschlandtakt, die auf jeweils zehn Szenarien erweitert wurden, durchgeführt. Die Ergebnisse zeigen, dass die Performance des robusten Modells nicht zufriedenstellend ist. Daher wurde auch für TBRNDP-R ein heuristischer Dekompositionsalgorithmus entwickelt, der die Szenarien zunächst einzeln löst und ein SMT-Modell verwendet, um zu bestimmen, welches Fahrplanszenario auf welcher Infrastruktur aktiviert werden kann. Anschließend wird das Netzwerk, das die meisten Szenarien abdeckt, iterativ erweitert, bis eine Lösung gefunden ist, die alle Szenarien abdeckt. Die Heuristik zeigte vielversprechende Ergebnisse, sowohl in Bezug auf die Berechnungszeiten als auch auf die Lösungsqualität. Sie hängt jedoch stark von der Performance von TBRNDP-N ab, da eine Iteration von TBRNDP-N für jedes Szenario benötigt wird. Die zu Beginn der Arbeit durchgeführte Literaturrecherche hat gezeigt, dass das Budget für Infrastrukturinvestitionen häufig begrenzt ist. Um dies abzubilden, wurde das Modell TBRNDP-B entwickelt, das eine Änderung der Zielfunktion aufweist: Anstatt die Kosten zu minimieren, um eine feste Nachfrage zu befriedigen, zielt das budgetbeschränkte Modell darauf ab, die erfüllte Nachfrage zu maximieren und dabei ein begrenztes Budget für Infrastrukturinvestitionen nicht zu überschreiten. Es werden sechs verschiedene Möglichkeiten zur Quantifizierung der erfüllten Nachfrage vorgestellt und bewertet, wobei das bevorzugte Maß die Länge des kürzesten Pfads als Zielkoeffizient für jeden Zug verwendet. Auch für das budgetbeschränkte Modell konnte im Rahmen einer Studie die Funktionalität nachgewiesen werden. Die vorgestellten Optimierungsmodelle sind wertvolle Werkzeuge für eine automatisierte und optimierte Infrastrukturplanung. Dennoch bieten sie auch eine Grundlage für weitere Forschung. Dazu gehören Erweiterungen der Modellierung sowie die Weiterentwicklung der Lösungsalgorithmen. Die Modellierung könnte beispielsweise hinsichtlich der unbegrenzten Knotenkapazitäten erweitert werden, indem verschiedene Maße zur Quantifizierung der Knotenkapazität oder ein netzweite Kapazitätsabschätzung verwendet werden. Auch könnten weitere technische Beschränkungen für Kanten in Betracht gezogen und als mögliche Kapazitätserweiterungen verwendet werden, um die praktische Anwendbarkeit der Modelle weiter zu erhöhen. Die Qualität der errechneten Fahrpläne wird aktuell nicht betrachtet, was ebenfalls ein vielversprechendes Thema für weitere Forschungen sein könnte. Beispielsweise könnte ein Maß für die Fahrplanqualität, wie z. B. die durchschnittlichen Reisezeiten oder die Betriebsstabilität, in die Zielfunktion aufgenommen werden. Die für TBRNDP-N und TBRNDP-R vorgestellten heuristischen Lösungsalgorithmen lieferten vielversprechende Ergebnisse hinsichtlich der Reduzierung der Rechenzeit. Der Algorithmus für TBRNDP-N hatte jedoch Schwierigkeiten, eine Lösungsqualität zu erreichen, die der des vollständigen IP-Modells entspricht. Die Verfeinerung der Heuristiken oder die Entwicklung eines Algorithmus, der in der Lage ist, optimale Lösungen zu liefern, wäre ein weiteres vielversprechendes Forschungsgebiet und ein wesentlicher Schritt hin zu einer produktiven Nutzung der Optimierungsmodelle.:1. Introduction 1 1.1. Strategic Infrastructure Development 1.1.1. Strategic Timetables and Their Role in the Planning Process 1.1.2. Creating Strategic Timetables Using Mathematical Optimization Models 1.2. Network Design Problems 1.2.1. Combining Network Design and Scheduling 1.2.2. Applications of Network Design Problems to Railways 1.2.3. Robustness in Railway Network Design 1.3. Contributions of This Thesis 2. Modeling Railway Infrastructure, Timetables and Capacity 2.1. Infrastructure 2.1.1. The Mesoscopic Infrastructure Model With Parallel Edges and Node Links 2.2. Timetables 2.3. Capacity of Railway Lines 3. The Nominal Optimization Model TBRNDP-N 3.1. Preparing the Data for Optimization 3.1.1. Path Generation and Network-Related Sets 3.1.2. Track-Choice Rules 3.1.3. Time Window Evaluation and Headway-Related Sets 3.2. Basic Formulations for the Network Design Problem 3.2.1. The Multi-Commodity, Capacitated Fixed-Charge Network Design Problem with Arc-Flow Variables 3.2.2. The Multi-Commodity, Capacitated Fixed-Charge Network Design Problem with Path-Flow Variables and Unsplittable Flows 3.3. The Nominal Timetable-Based Railway Network Design Problem TBRNDP-N 3.4. Computational Experiments for the Nominal Model 3.4.1. Introduction to the Test Dataset 3.4.2. Evaluation of the Preprocessing Measures 3.4.3. Computational Results for Timetable-based railway network design problem - nominal (TBRNDP-N) 3.4.4. Discussion of the Experiments 3.5. A Decomposition Approach for TBRNDP-N Using Logic-Based Benders Decom- position 3.5.1. Benders Decomposition 3.5.2. Logic-Based Benders Decomposition 3.5.3. Satisfiability Modulo Theories 3.5.4. A Decomposition Heuristic for TBRNDP-N using satisfiability modulo theories (SMT) 3.5.5. Computational Results for the SMT-Based Decomposition Heuristic 3.5.6. Discussion of the Heuristic 3.6. Sensitivity Analysis 3.6.1. Sensitivity Analysis in General 3.6.2. Right-Hand-Side Variation for TBRNDP-N 3.6.3. Conclusion 3.7. Summary 4. The Robust Optimization Model TBRNDP-R 4.1. Uncertainty in Strategic Timetables 4.1.1. Timetable Scenarios 4.1.2. Optional Trains 4.2. The Robust Timetable-Based Railway Network Design Problem TBRNDP-R 4.3. Computational Results for the Robust Model 4.3.1. Discussion 4.4. A Decomposition Heuristic for the Robust Model TBRNDP-R 4.4.1. Computational Results for the Decomposition Algorithm 4.5. Sensitivity Analysis of the Robust Model Timetable-based railway network design problem - robust (TBRNDP-R) 4.6. Summary 5. The Budget-Constrained Model TBRNDP-B 5.1. Formulation of TBRNDP-B 5.1.1. Evaluating Different Objective Functions for Timetable-based railway network design problem - budget (TBRNDP-B) 5.2. Computational Results for the Budget-Constrained Model 5.3. Summary 6. Summary and Future Developments 6.1. Summary of Main Contributions 6.2. Further Research Directions

While there has been considerable research regarding the role of Mobility Hubs in cities and transport networks, significant investment is required to develop these facilities. It is the correlation between investment, new users’ attraction and revenue generation that is the key for a sustainable development of Mobility Hubs and this investment must, therefore, be correctly assessed and targeted. This study aims to develop a methodology to determine the viability of investing in Mobility Hub features, weighing the investment on different Hub features and services against expected potential benefits and revenue generation, addressing the question: Can investment in Mobility Hub features be justified and, if so, which features maximize its expected positive impact? Based on a review of literature and definition of possible Hub features as variables, secondary research data was compiled to enable the analysis of expected impacts of each variable/feature in terms of new user’s attraction and revenue generation, which was then used to develop individual Net Present Value analysis of each feature. The result of these analysis demonstrates and concludes that different Hub features have the potential to generate substantially different investment outcomes, and that each feature should be analyzed individually prior to investment decision. It was also concluded by this research that the proposed assessment methodology can be used for future research on other listed Hub features, albeit with the constraint that primary data will be required when secondary research data is not available.

Este trabalho tem como objetivo principal direcionar a tomada de decisões para a escolha dos diferentes parâmetros que envolvem o alinhamento horizontal e vertical do projeto geométrico ferroviário de trens de alta velocidade (TAV) e de longo percurso, bem como descrever conceitos teóricos para parâmetros de segurança e conforto, baseados em normas internacionais. A pesquisa se desenvolve através de consultas em revistas especializadas, artigos, publicações, normas técnicas e livros. Pela escassez de dados em língua nacional e material bibliográfico desatualizado, as pesquisas se concentram essencialmente em material internacional. Apesar do Brasil ser um dos países em desenvolvimento com maior ascensão no cenário global, tem apresentado, nas últimas décadas, sérios problemas de infra-estrutura devido a uma distribuição desequilibrada na área de transportes, com altíssima concentração no modo rodoviário, com aeroportos e rodovias operando acima da capacidade satisfatória, além de um leque limitado de alternativas de transporte. Devido à falta de investimentos no setor ferroviário, grande parte da malha ferroviária brasileira tornou-se inoperante ou até mesmo inexistente, resultando numa enorme diminuição da mão de obra qualificada e formação acadêmica nesse ramo. Como conseqüência, os estudos relacionados ao projeto ferroviário também foram afetados diretamente. Nesse contexto, é importante que se resgate normas, publicações, especificações técnicas e experiências adotadas em outros países com sólidas tradições ferroviárias, de modo a incorporar em nossa formação acadêmica tais conceitos, como é um dos objetivos dessa dissertação. / This dissertation has as main objective to guide in taking decisions for the selection of different parameters which involve the horizontal and vertical railway geometric design of high speed (HST) and long distance trains as well as theoretical concepts for describing security parameters and comfort, based on international standards. The research is developed through consultations in specialized magazines, articles, publications, standards and technical books. Due to the scarcity of data in the national language and outdated library materials, the research focuses primarily on international material. Although Brazil is a developing country with one of the highest rises in the global scene, the country has faced in recent decades serious infrastructure problems due to an uneven distribution in the area of transport, with high concentration in the road, and airports and roads operating above satisfactory capacity, resulted by a limited range of transportation alternatives. Due to the lack of investment in the railway sector, much of the Brazilian railway system became inoperative or even nonexistent, resulting in a tremendous decrease of skilled labor and academic training in this field. As a result, studies related to the railway project have also been directly impacted. In this context, it is important to rescue standards, publications, experiences and technical specifications adopted in other countries with strong tradition in railways in order to incorporate these concepts into our academic formation, which is one of the purposes of this dissertation.

Este trabalho tem como objetivo principal direcionar a tomada de decisões para a escolha dos diferentes parâmetros que envolvem o alinhamento horizontal e vertical do projeto geométrico ferroviário de trens de alta velocidade (TAV) e de longo percurso, bem como descrever conceitos teóricos para parâmetros de segurança e conforto, baseados em normas internacionais. A pesquisa se desenvolve através de consultas em revistas especializadas, artigos, publicações, normas técnicas e livros. Pela escassez de dados em língua nacional e material bibliográfico desatualizado, as pesquisas se concentram essencialmente em material internacional. Apesar do Brasil ser um dos países em desenvolvimento com maior ascensão no cenário global, tem apresentado, nas últimas décadas, sérios problemas de infra-estrutura devido a uma distribuição desequilibrada na área de transportes, com altíssima concentração no modo rodoviário, com aeroportos e rodovias operando acima da capacidade satisfatória, além de um leque limitado de alternativas de transporte. Devido à falta de investimentos no setor ferroviário, grande parte da malha ferroviária brasileira tornou-se inoperante ou até mesmo inexistente, resultando numa enorme diminuição da mão de obra qualificada e formação acadêmica nesse ramo. Como conseqüência, os estudos relacionados ao projeto ferroviário também foram afetados diretamente. Nesse contexto, é importante que se resgate normas, publicações, especificações técnicas e experiências adotadas em outros países com sólidas tradições ferroviárias, de modo a incorporar em nossa formação acadêmica tais conceitos, como é um dos objetivos dessa dissertação. / This dissertation has as main objective to guide in taking decisions for the selection of different parameters which involve the horizontal and vertical railway geometric design of high speed (HST) and long distance trains as well as theoretical concepts for describing security parameters and comfort, based on international standards. The research is developed through consultations in specialized magazines, articles, publications, standards and technical books. Due to the scarcity of data in the national language and outdated library materials, the research focuses primarily on international material. Although Brazil is a developing country with one of the highest rises in the global scene, the country has faced in recent decades serious infrastructure problems due to an uneven distribution in the area of transport, with high concentration in the road, and airports and roads operating above satisfactory capacity, resulted by a limited range of transportation alternatives. Due to the lack of investment in the railway sector, much of the Brazilian railway system became inoperative or even nonexistent, resulting in a tremendous decrease of skilled labor and academic training in this field. As a result, studies related to the railway project have also been directly impacted. In this context, it is important to rescue standards, publications, experiences and technical specifications adopted in other countries with strong tradition in railways in order to incorporate these concepts into our academic formation, which is one of the purposes of this dissertation.

Les marges de progression pour le système ferroviaire français et européen restent nombreuses tant du point de vue de la gouvernance que de la compétitivité. C’est la conclusion à laquelle tend ce travail. Les résultats du consortium de recherche Enerdata-LET (2014) montrent que dans le respect du facteur 4 à horizon 2050, le report de la demande en transport vers le ferroviaire pourrait être massif. Face à cela, la situation de la LGV Paris-Lyon, déjà à la limite de la saturation, interroge sur la capacité du système à accueillir de nouveaux trafics. Deux écoles s’affrontent sur cette question. D’un côté, les tenants du SNIT proposent un quasi doublement du réseau LGV pour répondre aux futurs besoins tandis que la commission « Mobilité 21 » privilégie la recherche de rendements croissants à partir de l’existant. Sans prétendre résoudre le débat, ce travail tente d’apporter des éléments de compréhension sur l’interaction entre demande et offre dans le ferroviaire.L’étude de la concordance entre augmentation de la demande et offre ferroviaire nous mène à poser la question de la performance. Elle sous-entend d’être en premier lieu capable de définir la capacité d’une infrastructure ferroviaire. En second lieu, la mise en évidence de limites conduit à interroger le phénomène de saturation ou congestion. Enfin, interroger la notion de saturation mène inévitablement à mettre en perspective la relativité des limites et à poser la question de leur dépassement.L’objectif de cette recherche est d’appliquer cette problématique au système ferroviaire en tenant compte de ses spécificités. On tient compte de sa constitution en tant qu’industrie de réseau et de monopole naturel dans le cas de l’infrastructure (gestionnaire d’infrastructure). Sans prétendre trancher le débat sur le mode de gouvernance, on considère que cette particularité peut influencer le comportement des acteurs et indirectement la performance du système. On considère également l’évolution législative du système au niveau européen. On ne peut aborder la question de la performance sans resituer le secteur dans son contexte juridique. Enfin, l’essentiel de l’analyse repose sur l’étude de la saturation de la LGV Paris-Lyon. On considère cette LGV représentative de la performance souhaitée pour le réseau ferroviaire français. Elle concentre à la fois les défis techniques et économiques de la capacité qui constituent le cœur de notre réflexion sur la performance, ses conditions et les marges de progression du réseau français. / There is still much progress to make concerning the French and the European railway networks, both from governance and competitiveness standpoints. This is the conclusion this work lead to. The results from the Enerdata-LET research consortium (2014) illustrate that, considering factor 4 for horizon 2050, the modal shift of demand in transport towards railway could be massive. Regarding this, the situation of Paris-Lyon high-speed line, already up to its saturation level, addresses the issue of the capacity a system possesses to bear new traffics. Two schools oppose there. On one side, the supporters of the SNIT suggest a quasi-doubling of the high-speed railway network, in order to cope with futures needs, whereas on the other side, the “Mobilité 21” commission gives priority to the search of increasing returns from the existing infrastructure. Without claiming to solve the issue, this work attempts to bring up comprehension elements on the interaction between demand and offer in the railway sector.Studying the accordance between an increase in railway demand and offer leads us to question performance. It means being able to define capacity of the railway infrastructure, first. But it also means questioning its limits, which addresses the phenomenon of saturation, also called congestion. Eventually, this all inevitably leads to put into perspective the relativeness of these limits and to question the ways to overcome them. The objective of this research is to apply this issue to the railway system, accounting its specificities. We consider its constitution as a network industry and as a natural monopoly, when considering the infrastructure (infrastructure manager). Without pretending to conclude the debate on governance, we consider that this particularity might influence actors and, thus, performance. We also consider the legal framework at the European scale. One can’t question performance without framing the railway sector within its legal context. Then, the main purpose of the analysis stands in the study of saturation of the Paris-Lyon high-speed line. We consider the line as representative of the expected performance level of the whole French railway network. It challenges both technical and economic capacities that are in the core of our rationale on performance, its requirements and the opportunities of the French network.

[ES] El canon por uso de la infraestructura ferroviaria utiliza una gran diversidad de variables, pero no hay ningún administrador que aplique más del 35% de los conceptos existentes para tarificar sus servicios. La mayoría de los sistemas de tarificación comparten algunos parámetros, tales como la categoría de la línea, diferenciando el uso de líneas principales, secundarias y otras. Estas variables aplicadas recuperan los costes marginales y los costes variables correspondientes a la operación, mantenimiento y renovación. En los corredores ferroviarios internacionales, a pesar de la legislación existente que obliga a una convergencia de enfoque para un sistema basado en costes directos, sigue existiendo esa falta de convergencia, no sólo en los niveles de cánones, sino también en las formulaciones, las variables y parámetros de fijación de precios variando de país a país, representando un problema. Los cánones analizados en la tarificación por uso de las estaciones de viajeros muestran que existen administradores que aplican el uso de estaciones de viajeros directamente en el canon por uso de la infraestructura, siendo determinado en el momento de realizar la reserva del surco correspondiente. Las variables empleadas en la conceptualización de las categorías de las estaciones presentan variedad en las subcategorías empleadas en la clasificación. Ante esto no es posible simplificar la formulación empleada para el cálculo de los cánones por los países estudiados en busca de una expresión común aplicable para conseguir eliminar una de las barreras en la red ferroviaria europea. Respecto a la problemática de la tarificación por uso de las estaciones de viajeros en líneas de alta velocidad: caso de estudio línea Madrid-Levante, los ingresos por uso de las estaciones de transporte de viajeros, proviene con mayor porcentaje del canon, canon basado en el número de circulaciones que tienen origen/destino o parada comercial y en el número de viajeros subidos/bajados en cada una de ellas. En cuanto al canon aplicado a las circulaciones es dispar entre las estaciones de la línea, siendo más bajo en las estaciones que no son origen-destino, es decir en aquellas estaciones que tienen paradas intermedias. Los ingresos procedentes del canon son insuficientes para equilibrar el balance económico total pero sí que cubre más allá de los costes directos imputables a la explotación, no siguiendo la Directiva europea de la que emana que sólo se recuperará mediante cánones aquellos costes relacionados directamente con la explotación ferroviaria. Ante el futuro escenario del ferrocarril en España con la entrada al mercado nacional de los nuevos operadores ferroviarios es necesaria reformar la Ley del Sector Ferroviario con el objetivo de modificar el sistema mediante el que se fijan los cánones. Este cambio supone separar esta tasa de los Presupuestos Generales del Estado y permitir que los administradores de infraestructuras puedan establecer con total libertad bonificaciones en los cánones para, expresamente, incentivar el transporte. Esta flexibilización permitiría reducir el importe que cada operadora paga por usar la infraestructura e instalaciones, traduciéndose en un incremento de las circulaciones, aumento de los ingresos del administrador y en una reducción de las tarifas de transporte de viajeros y mercancías. Por contrapartida está la financiación de los servicios comerciales operados por el operador actual en las líneas convencionales, el resultado positivo de los servicios prestados por la empresa en Alta Velocidad, después de la liquidación de los correspondientes cánones compensa los resultados negativos de todos los demás negocios de viajeros y de mercancías, caso no aplicado a los nuevos operadores y que "a priori" entran en el mercado con esta ventaja. / [CA] El cànon per ús de la infraestructura ferroviària utilitza una gran diversitat de variables, però no hi ha cap administrador que aplicació més del 35% dels conceptes existents per a tarifar els seus serveis. La majoria dels sistemes de tarifació comparteixen alguns paràmetres, com ara la categoria de la línia, diferenciant l'ús de línies principals, secundàries i altres. Aquestes variables aplicades recuperen els costos marginals i els costos variables corresponents a l'operació, manteniment i renovació. En els corredors ferroviaris internacionals, malgrat la legislació existent que obliga a una convergència d'enfocament per a un sistema basat en costos directes, continua existint aqueixa falta de convergència, no sols en els nivells de cànons, sinó també en les formulacions, les variables i paràmetres de fixació de preus variant de país a país, representant un problema. Els cànons analitzats en la tarifació per ús de les estacions de viatgers mostren que existeixen administradors que apliquen l'ús d'estacions de viatgers directament en el cànon per ús de la infraestructura, sent determinat en el moment de realitzar la reserva del solc corresponent. Les variables emprades en la conceptualització de les categories de les estacions presenten varietat en les subcategories emprades en la classificació. Davant això no és possible simplificar la formulació emprada per al càlcul dels cànons pels països estudiats a la recerca d'una expressió comuna aplicable per a aconseguir eliminar una de les barreres en la xarxa ferroviària europea. Respecte a la problemàtica de la tarifació per ús de les estacions de viatgers en línies d'alta velocitat: cas d'estudi línia Madrid-Llevant, els ingressos per ús de les estacions de transport de viatgers, prové amb major percentatge del cànon, cànon basat en el nombre de circulacions que tenen origen/destine o parada comercial i en el nombre de viatgers pujats/baixats en cadascuna d'elles. Quant al cànon aplicat a les circulacions és dispar entre les estacions de la línia, sent més baix en les estacions que no són origen-destine, és a dir en aquelles estacions que tenen parades intermèdies. Els ingressos procedents del cànon són insuficients per a equilibrar el balanç econòmic total però si que cobreix més enllà dels costos directes imputables a l'explotació, no seguint la Directiva europea de la qual emana que només es recuperarà mitjançant cànons aquells costos relacionats directament amb l'explotació ferroviària. Davant el futur escenari del ferrocarril a Espanya amb l'entrada al mercat nacional dels nous operadors ferroviaris és necessària reformar la Llei del Sector Ferroviari amb l'objectiu de modificar el sistema mitjançant el qual es fixen els cànons. Aquest canvi suposa separar aquesta taxa dels Pressupostos Generals de l'Estat i permetre que els administradors d'infraestructures puguen establir amb total lliberteu bonificacions en els cànons per a, expressament, incentivar el transport. Aquesta flexibilització permetria reduir l'import que cada operadora paga per usar la infraestructura i instal·lacions, traduint-se en un increment de les circulacions, augment dels ingressos de l'administrador i en una reducció de les tarifes de transport de viatgers i mercaderies. Per contrapartida està el finançament dels serveis comercials operats per l'operador actual en les línies convencionals, el resultat positiu dels serveis prestats per l'empresa en Alta Velocitat, després de la liquidació dels corresponents cànons compensa els resultats negatius de tots els altres negocis de viatgers i de mercaderies, cas no aplicat als nous operadors i que "a priori" entren en el mercat amb aquest avantatge. / [EN] The charge for the use of railway infrastructure uses a great diversity of variables, but there is no administrator that applies more than 35% of the existing concepts to price its services. Most of the charging systems share some parameters, such as the category of the line, differentiating the use of main, secondary, and other lines. These applied variables recover the marginal costs and the variable costs corresponding to the operation, maintenance, and renovation. In international rail corridors, despite the existing legislation that requires a convergence of approach for a system based on direct costs, this lack of convergence continues to exist, not only in the levels of fees, but also in the formulations, the variables and pricing parameters varying from country to country, representing a problem. The charges analysed in the charging for the use of passenger stations show that there are administrators who apply the use of passenger stations directly to the charge for use of the infrastructure, being determined at the time of booking the corresponding path. The variables used in the conceptualization of the station categories present a variety in the subcategories used in the classification. Given this, it is not possible to simplify the formulation used for the calculation of charges by the countries studied in search of a common expression applicable to achieve the elimination of one of the barriers in the European rail network. Regarding the problem of charging for the use of passenger stations on high-speed lines: case study of the Madrid-Levante line, income from the use of passenger transportation stations comes with a higher percentage of the charge, charge based on the number of circulations that have origin / destination or commercial stop and the number of passengers getting on / off in each one of them. As for the charge applied to circulations, it is uneven between the stations of the line, being lower in the stations that are not origin-destination, that is, in those stations that have intermediate stops. The income from the canon is insufficient to balance the total economic balance, but it does cover beyond the direct costs attributable to the exploitation, not following the European Directive from which it emanates that only those costs directly related to the exploitation will be recovered through royalty's railway. Given the future scenario of the railway in Spain with the entry into the national market of the new railway operators, it is necessary to reform the Law of the Railway Sector with the aim of modifying the system by which fees are set. This change involves separating this rate from the General State Budgets and allowing infrastructure managers to freely establish discounts on fees to expressly encourage transportation. This flexibility would make it possible to reduce the amount that each operator pays to use the infrastructure and facilities, translating into an increase in traffic, an increase in the administrator's income and a reduction in passenger and freight transport rates. On the other hand, there is the financing of the commercial services operated by the current operator on conventional lines, the positive result of the services provided by the company in High Speed, after the settlement of the corresponding fees, offsets the negative results of all other businesses of travellers and freight, a case not applied to new operators and that "a priori" enter the market with this advantage. / Font Torres, JB. (2021). Estudio de los cánones por uso de estaciones de viajeros en el contexto del sistema ferroviario europeo [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/173717

This thesis investigates international railway safety regulations and spatial planning, with a focus on the spatial relationships between railways and adjacent roads. Employing a methodological framework rooted in comparative and document analyses, the study critically evaluates regulatory frameworks from five nations: Sweden, Canada, Norway, Germany, and China. Through the lens of Risk Assessment and Management Theories, Resilience Theory, and dynamic risk management frameworks, the research discuss how different countries approach risk identification, assessment, and mitigation strategies within their railway infrastructure. The findings highlight variations in regulatory approaches and underscore the importance of adaptability, transparency, and consideration of spatial dynamics in enhancing railway safety. By synthesising perceptions from international practices, this study contributes valuable perspectives to the ongoing discourse on optimal spatial relationships in railway infrastructure, with implications for policy development and strategic planning within the transportation sector. / Trafikverket.