The diploma thesis Principles of information visualization in public transit information systems considers the ways information design affects one of the most common activities of people in an urban environment: the use of public transit system. In this work, the city space becomes a framework for several disciplines connected to the concept of wayfinding. The author sets the topic in a wide historical and architectural context and links the connections with cognitive science. The case study describes principals for information design using the example of the Prague subway and their application to an experimental station with a new information system installed.

Trafikförvaltningen, som ansvarar för kollektivtrafiken i Stockholm, har startat ett projekt för att byta ut befintliga armaturer i Stockholms tunnelbana mot LED-armaturer. Denna rapport utför förarbetet inför en kommande upphandling. Detta arbete utvärderar olika LED-armaturers tekniska specifikationer som är lämpliga för Stockholms tunnelbana där armaturerna ska bytas ut. För denna miljö saknas det i dagsläget standarder som är anpassade för LED-armaturer. Med hjälp av litteraturstudier och mätningar kunde underlag för en kravspecifikation skapas. Mätningar har gjorts på ett urval av LED-armaturer och deras tekniska specifikation har presenterats. Samtliga armaturer klarade EMC-testerna (elektromagnetisk kompabilitet) där inga störningar uppstod vid frekvenserna för Storstockholms Lokaltrafiks (SL) radiokommunikationssystem. Arbetet har även hanterat miljö- samt den ekonomiska aspekten av implementeringen av LED-belysning. / Trafikförvaltningen, responsible for public transport in Stockholm, has started a project to replace existing luminaires in the subway of Stockholm to LED lights. This thesis could be a basis for an upcoming procurement. In this report, various models of LED lights technical specifications will be evaluated based on the environmental requirements in Stockholm’s subway, where the existing luminaires will be replaced. For this environment, there is no standard regarding LED lights today. With the help of literature studies and tests, a groundwork for a specification could be made. The tests were only made on a selection of LED lights and their technical specifications were presented. All luminaires passed the EMC (electromagnetic compatibility) tests that were made in order to determine any interference with Stockholm’s public transport (SL) radio communication system. Environmental aspects and economical aspects of the implementation of LED lights has been taken into consideration.

Public urban space Přednádraží Brno is a busy thoroughfare near the center. This space has its own specifics and its own life. It's one big open-air theater with hidden potential and individual impact. The concept of solution thus lies in maintaining his main traffic routes in terms of visual enhancements and functional effect on visitors.

Purpose: The purpose of this study is to investigate and analyze whether the current platform elements can handle the additional loads from the introduction of platform screen doors at various subway stations. The specific stations involved in the study were Norsborg, Alby, Fridhemsplan, Globen and Alvik. Method: By introducing the platform screen doors, the number of potential accidents is minimized, and the safety of passengers is increased. In order to see if the platforms would be capable of handling the extra load from the platform doors, engineers have measured the thickness of the current platforms to see whether they would be able to withstand the additional pressure that comes with the installation of platform screen doors. Results: Based on the calculations of the different platform types, the results show that platform type 1 can not handle loads from the platform doors and has to be reinforced to minimize the risks of breakage and tilting. Platform types 2 and 3 can manage the weight from the platform doors but should also be reinforced since there is a risk that they will break in the future. In order to achieve safety for people on the platform, the results show that a half-high platform door is the best choice. Conclusions: The available manufacturers on the market offer some different models of platform screen doors, both full and half-height. Since stations and their platform elements vary in design and quality, it is not the optimal choice to have the same type of doors on all stations. The best choice for indoor stations is to install full height screen doors where it is possible. Although, half-height screen doors can be installed on all stations. The half-height screen doors result in the most consistent performance while maintaining the safety of people on the platform.

People at northern latitudes lack an effective portion of daylight, especially in winter time, to entrain their circadian rhythm. If one belongs to the group of employees who have no time for daylight exposure and are not supplied by Human Centric Lighting (HCL) in their office, the only chance to get circadian light may be the daily commute. The mega trend of urbanisation increases time of commute, with on average 20-60 minutes spent daily in public transportation in European cities. By introducing HCL to public transport, especially metro vehicles, this time frame can be used to provide the commuting work force with circadian lighting. A LIGHT BOOSTER metro car is proposed to provide the right intensity, spectral distribution, directionality and timing of light to regulate the human inner clock and support health. The LIGHT BOOSTER metro car is very efficient as light is best used due to a high person per square meter ratio. This ratio is higher than in any office building. The energy consumption equals that of an conventional single household. Besides expected health benefits, the LIGHT BOOSTER metro car works as an educative tool, raising awareness for the beneficial effects of light on human health and well-being.

The aim of this study is to analyse the contemporary art critical reception of Siri Derkert’s Ristningar i naturbetong (translates to Engravings in natural concrete) (1965) at the metro station of Östermalmstorg in central Stockholm, and further contextualising the reception within the art debate of modern and public art in 1960’s Sweden. Using linguist Norman Fairclough’s three step-discourse analysis as both methodological and theoretical starting points, combined with art historian Wolfgang Kemp's reception aesthetics, archived newspaper articles, principally from the year 1965, are read and analysed in the study. Aided by a thematic division of the analysis through the themes expression, content, material and permanence some broad conclusions can be made. The results of the study conclude the reception of Derkert’s public work of art as generally positive. There is a consensus in the view of Ristningar i naturbetong in its originality, expressivity, modernity and, in regards to material and technique, experimentality. The artwork’s musical elements, political statements and use of the Norwegian natural concrete, are to a high extent represented in the analyzed articles. In several places the language connotes religious themes in its comparisons of Derkert’s artwork to churches and cathedrals, an element in the reception that is interpreted as a way to enhance the future understanding and potential of the work of art.

Intresset som ligger till grund för denna rapport är att få moderna och attraktiva tunnelbanestationer i den närmaste framtiden. Formgivningen av framtida tunnelbanestationer i Stockholm kräver att man tar hänsyn till ett antal faktorer. Vissa av dessa faktorer studeras redan i dokumentet Gestaltningsprogrammet för tunnelbanan till Nacka – vilket är utgångspunkt för den föreliggande slutrapporten – medan andra successivt måste introduceras för att åstadkomma smartare lösningar i kommande tider.   Hur upplever en grupp av yrkesverksamma experter Stockholms tunnelbanestationer idag? Vilka är, enligt dessa experter, de rådande förhållandena som begränsar stationernas attraktivitet och, i så fall, vilka åtgärder kan främja denna attraktivitet i framtiden? Hur kan IKT-lösningar integreras i gestaltningen av moderna och attraktiva tunnelbanestationer för Stockholm i den närmaste framtiden?  Dessa är de centrala frågor som leder undersökning i föreliggande rapport, genom en litteraturstudie och elva semistrukturerade intervjuer.   Insamlingen av det studerade materialet tillsammans med analysresultaten ledde till följande påstående: för att uppnå attraktiva och moderna tunnelbanestationer bör ett presumtivt gestaltningsprogram inkludera alla begrepp som har undersökts i rapporten – dvs. attraktivitet, hållbarhet, tidstålighet, trygghet och tillgänglighet – med tillägg av konceptet "smarta anläggningar". Däremot bör dessa värdeord inte ses som fristående delar, utan som sammanbundna delar i ett helhetsperspektiv.   Tunnelbanesystemet i Stockholm bör säkerställa en rad åtgärder på kort och medellång sikt. Dessa åtgärder ska i sin tur vara grunden till kvalitetsprånget som krävs för att staden kan dra nytta av attraktivare tunnelbanestationer i det långa loppet. De föreslagna åtgärderna bör tillföra både konkreta men även potentiella lösningar för arkitekter och planerare; öka uppfattningen av framtida tunnelbanestationer som attraktiva och moderna samt gynna en hög grad av upplevelsevärde i tunnelbanestationsmiljön.   Däremot kvarstår mycket arbete, framfor allt vad det gäller tillämplighet att de föreslagna insatser samt andra lösningar som kan dyka upp under framtida studier, vilket i sin tur kommer att kräva en mer detaljerad analys framöver. Föreliggande rapport ska således fungera som ett underlag och en inspirationskälla för detta fortlöpande arbete. / The aim for this report is to propose potential strategies in order to develop more modern and attractive subway stations in the near future. The design of future subway stations in Stockholm requires a number of factors to be taken into account. Some of these factors are already under study in the Design program for the metro line to Nacka – which is the starting point for the present final report – while others must be gradually introduced when aiming for smarter solutions in the future.   How does a group of professional experts experience Stockholm's subway stations today? What, according to these experts, are the prevailing conditions that limit the attractiveness of these stations and, if so, what measures can promote this attractiveness in the future? How can ICT solutions be integrated into the design of modern and attractive subway stations for Stockholm in the near future? These are the essential questions to be answered by this report, using a literature survey and eleven semi-structured interviews.   The collection of studied material along with the analysis of the results led to the following statement: in order to achieve attractive and modern subway, a presumptive design program should include all the concepts studied in the report – i.e. attractiveness, durability, sustainability, security, and accessibility –, but not as standalone elements, but as interconnected components of a holistic perspective.   The underground system in Stockholm should ensure a range of measures in the short and medium term. These measures will in turn be the basis of the quality leap required for the city to take advantage of attractive metro stations in the long run. The proposed should bring forth both practical suggestions, but also potential solutions for architects and planners; increase the perception of future subway stations as attractive and modern as well as benefit a high level of experience value in the metro station environment.   However, there is much work that remains and that will require a more detailed analysis in the future, especially as regards the applicability of the proposed actions as well as other solutions that may emerge during the course of future studies. The current report should therefore serve as background material and inspiration for this ongoing work.

Stockholm is one of the fastest growing conurbations in Europe, to accommodate for the increased population and urban growth, the current subway system needs to be extended. Appropriately, a joint initiative regarding housing and infrastructure development was signed in January 2014 by the Swedish government, Stockholm County Council and the afflicted municipalities Stockholm, Solna, Nacka and Järfälla. The joint initiative, the 2013 Stockholm negotiation, presented an extension of the current subway system with a total length of 19,6 km and 11 new stations in Stockholm, Solna, Nacka and Järfälla. Large-scale infrastructure projects often suffer from cost and time overruns. The Stockholm subway construction is no exception and has since the project started collected a delay equivalent of five years for Järfälla and Nacka, and a cost overrun of SEK 9,3 billion. The aim of this thesis is to objectively identify the critical delay factors of the subway tunnel construction in Stockholm and unveil the delay implication on property developers with housing projects in the adjacent areas to the new stations. The thesis will be limited to mainly focus on the extension to Järfälla and Nacka. To investigate the research questions, a systematic integration of quantitative and qualitative data has been collected through literature reviews, 9 interviews with the client, designers, consultants and a survey with 13 property developers. This thesis has identified one critical delay factor, linked to the poor project performance regarding the time overruns. With support from the literature review, interviews and surveys, the observed delay can be described as a consequence of political-economic explanations. The cause for the delay is rooted in the inaccurate estimations and unrealistic expectations presented in the 2013 Stockholm negotiation. Thus, the project delay is to be categorized as non- acceptable, due to a five-year prolonged time plan. Additional delay factors have beenidentified but are not to be viewed as critical. This thesis has also identified a general frustrationamongst the developers in Järfälla and Nacka as they have perceived negative implications as a consequence of the delay of the subway extension. / Stockholm är en av de snabbast växande storstadsregionerna i Europa och för att tillgodose den ökade tillväxten behöver regionen utveckla sin infrastruktur och kollektivtrafik. I januari 2014 undertecknades en överenskommelse, avseende utveckling av bostäder och infrastruktur, mellan regeringen, Stockholm Läns Landsting, Stockholm- och Solna stad, Nacka samt Järfälla kommun. Avtalet benämns som 2013 års Stockholmsförhandling och omfattar en utbyggnad om 11 nya tunnelbanestationer i Stockholm, Solna, Nacka och Järfälla, med en total spårlängd om 19,6 km.  Stora infrastrukturprojekt har historiskt sett blivit försenade och haft budgetöverskridande projektkostnader. Tunnelbaneutbyggnaden mot Järfälla och Nacka har båda blivit försenade med fem år samt överskridit budgeten med totalt 9,3 miljarder kronor. Syftet med denna masteruppsats är att objektivt identifiera de kritiska faktorer som orsakat förseningen av projektet samt redogöra för de konsekvenser som förseningen har orsakat för de bostadsutvecklare med projekt i områdena där de nya stationerna är planerade. Uppsatsen har avgränsats till att enbart skildra utbyggnaden mot Järfälla och Nacka. För att besvara studiens frågeställningar har kvalitativ och kvantitativ data integrerats genom litteraturstudier, intervjuer med 9 nyckelpersoner inom projektet, samt via en enkätundersökning med 13 fastighetsbolag, verksamma i Järfälla och Nacka.  Uppsatsen har identifierat en faktor som ligger till grund för att projektet inte presterat enligt projektets tid- och kostnadsmål. Faktorn har sitt ursprung i de felaktiga och orealistiska beräkningar som presenterades i 2013 års Stockholmsförhandling. Ytterligare förseningsfaktorer har identifierats, men är inte att anses som kritiska eftersom de inte haft en betydande inverkan på projektet och dess färdigställande. Förseningen av projektet är att kategorisera som ej acceptabel med hänsyn till dess uppkomst och omfattning. Mot den bakgrundsdata som samlats in genom litteraturstudier, intervjuer och enkätundersökningar kan förseningen härledas som en konsekvens av politisk-ekonomiska orsakssamband. Uppsatsens resultat visar även på att förseningen orsakat flera negativa konsekvenser för de fastighetsbolag som är verksamma i Järfälla och Nacka, vilket har skapat ett generellt missnöje gentemot projektets beställarorganisation.

<p>Följande examensarbete omfattar en fallstudie av Bro norr om Söderströmsbron, en tunnelbanebro i stål med fyra spår. Den byggdes 1956 som en del av förbindelsen mellan station Gamla stan och station Slussen i Stockholm. I fallstudien, som är ett samarbete mellan KTH och SL, ingår att bedöma brons dynamiska egenskaper, tillstånd avseende utmattning samt att skapa en finita elementmodell av bron. Vidare begränsas fallstudien till brokonstruktionen för det spår som går närmast slussen mellan Mälaren och Saltsjön, och som i dagsläget utgör gröna tunnelbanelinjen mot Farsta strand, Hagsätra och Skarpnäck.</p><p>Under 2005 trafikerades det aktuella spåret under högtrafik av 30 tåg i timmen och under lågtrafik av 15 tåg i timmen. När tåg passerar visar bron stora förskjutningar och glapp mellan sliprar och underliggande stålkonstruktion. Dessa förskjutningar skapar spänningar i stålet och avgörande för brons tillstånd avseende utmattning är antalet skadliga spänningsvidder vid kritiska snitt som inträffat sedan brons färdig­ställande.</p><p>Dagens spänningsvidder mäts med hjälp av töjningsgivare placerade i fältmitt. Mätningen har utförts av KTH, avdelningen för Brobyggnad i samband med examens­arbetet. Av intresse är utmattningsrisk för svetsad anslutning mellan lång- och tvär­balkar. Utmattningsrisken beräknas dels med typiserade spänningskollektiv enligt BSK 07, dels med verkliga spänningskollektiv enligt Palmgren-Miners delskade­hypotes. Enligt båda metoderna konstateras utmattningshållfastheten vara uttömd, med reservation för förbandsklasser och partialkoefficienter. Kollektivparametern <em>κ</em> enligt BSK 07, vilken vid dimensionering beaktar spänningskollektivets form, uppskattas vara närmare 2/3 än SL:s nuvarande värde 5/6.</p><p>Ur responsen från givarna konstateras att den dynamiska förstoringsfaktorn vid 60 km/h varierar mellan 0.63 och 1.43, vilket visar att brons respons har ett stort dynamiskt innehåll.</p><p>En finita elementmodell skapas i Abaqus med hjälp av Matlab, med syftet att komplettera resultat från mätningar. I modellen studeras töjning, vertikal förskjutning och acceleration, dynamisk förstoringsfaktor och egenmoder. Den statiska responsen för modell och bro konstateras vara snarlik.</p> / <p>This thesis includes a case study of the Bro norr om Söderströmsbron, a steel subway bridge with four rail tracks. The bridge was built in 1956 as a part of the connection between the two subway stations Gamla stan and Slussen in Stockholm. The case study, which is a collaboration between KTH and SL, includes an evaluation of the dynamic properties of the bridge, in which condition it is regarding fatigue and the creation of a finite element model of the bridge. The case study is limited to the construction carrying the rail track closest to the lock between Mälaren and Saltsjön, and now represents the green subway line towards Farsta strand, Hagsätra and Skarpnäck.</p><p>In 2005, the train frequency during rush hour was 30 trains per hour and during low traffic 15 trains per hour. When a train crosses, the bridge shows large displacements and gaps between the sleepers and the underlying steel structure. The displacements cause stresses in the steel and crucial to the bridge fatigue state is the number of damaging stress ranges that have occurred since the opening of the bridge.</p><p>The current stress variations are measured using strain gauges positioned in the mid-span. Measurements were carried out by KTH, division of Structural Design & Bridges, during this thesis. Of key interest is a welded edge between the main- and crossbeams. The risk of fatigue is calculated using standardised stress ranges according to BSK 07 and Palmgren-Miners cumulative damage theory. According to both methods, the fatigue life of the bridge is exceeded, with reservations to the detail category and partial coefficients. The stress collective parameter <em>κ</em> according to BSK 07, which in design accounts for the distribution of the stress collective, is estimated closer to 2/3 than SL’s present value of 5/6.</p><p>According to the strain gauges, the dynamic amplification factor at 60 km/h varies between 0.63 and 1.43, indicating that the bridge’s response has a large dynamic content.</p><p>A finite element model is created in Abaqus using Matlab, with the purpose of complementing results from the measurements. In the model, the strain, vertical displacements and acceleration, dynamic amplification and natural modes are studied. The static response of the model and bridge were found to be similar.</p> / QC 20100707

The history of transportation planning in New York City has created disparities between those who have sufficient access to the public transportation network, and those who face structural barriers to traveling from their home to education, employment, and healthcare opportunities. This thesis analyzes the legacy of discriminatory policy surrounding the Metropolitan Transportation Authority (MTA) and city and state governments that have failed to support vital infrastructure improvement projects and service changes to provide multi-modal welfare to New York’s working poor. By exploring issues of transit equity as they pertain to the New York City subway system, this thesis raises the question: which communities lack adequate access to public transit opportunity and what are the policies and historical developments that have created these inequities? Through examination of grassroots community-based movements towards social justice and transportation equity, this thesis will review the proposals, campaigns, and demands that citizen-driven organizations have fought for in New York City. These movements, I argue, are the most effective method to achieve greater transportation justice and intergenerational equity.