Abstract

Evaluation of the economic efficiency of investment projects in transport infrastructure in the Czech Republic is methodically based on the Departmental Methodology of the Ministry of Transport. Economic cash flows, generated in accordance with the CBA principles, are modelled within this methodology on the basis of the evaluation of socio-economic impact of individual projects. In the case of the railway infrastructure constructions, the socio-economic impacts used by the methodology do not include benefits associated with increasing safety and reliability of the railway infrastructure network due to new security systems implementation. Determination of socio-economic impacts associated with specific types of incidents on the railway which are caused by insufficient railway infrastructure security and which could be eliminated by the implementation of the higher-level signaling equipment forms the subject of the research. The research is based on the analysis of a database of incidents occurring on the railway in the Czech Republic in the 2009 – 2018 period, which describes the basic impacts associated with a particular incident. Statistical data on the railway infrastructure is also used to determine the impact of incidents in addition to the database. The key outcomes of the research are the determination of methodological steps for the evaluation of the impacts of incidents on the railway and a case study for their verification. Future research will focus on making evaluation of the abovementioned benefits more detailed. Research outcomes will improve decision-making process on selection and financing of the projects related to railway infrastructure safety for their future implementation.

Abstract

The relation between infrastructures and urban transformations is a complex matter. When we look at the Randstad, this part of the Netherlands is characterized by not only its urban development in the last 150 years, but also by the fact that the territory changed; herein geomorphology, waterways, and railroads play an important role. Since the Middle Ages, a well-developed system of canals is ordering landscape and cities, while roads had shallow relevance. Therefore, it is not a coincidence that the first Dutch railroads were positioned parallel to the canals. Land expropriation was easier there and the railway layout could be kept as straight as possible, saving resources.

Abstract

The relation between infrastructures and urban transformations is a complex matter. When we look at the Randstad, this part of the Netherlands is characterized by not only its urban development in the last 150 years, but also by the fact that the territory changed; herein geomorphology, waterways, and railroads play an important role. Since the Middle Ages, a well-developed system of canals is ordering landscape and cities, while roads had shallow relevance. Therefore, it is not a coincidence that the first Dutch railroads were positioned parallel to the canals. Land expropriation was easier there and the railway layout could be kept as straight as possible, saving resources.

Abstract

Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2015 Thesis (M.Sc.) -- İstanbul Technical University, Instıtute of Science and Technology, 2015 Metro depo sahasında; araçların park edilmesi, işletilmesi, temizliği, bakım ve onarımı, tamir ve yenilenmesi, günlük bakımı, malzemelerin sağlanması gibi gereksinimleri karşılayacak tesisler bulunmaktadır. Bu tesislerin tasarımı yapılarken dikkat edilmesi gereken birçok etken ve tasarım ölçütü vardır. Bu tez çalışmasında öncelikli olarak İstanbul’daki metro hatlarından ve bu metro hatlarının depo sahalarından söz edilmiştir. Ardından metro depo sahasının tanımı ve bileşenleri açıklanmış, metro depo sahası tasarımını etkileyen etkenler ve tasarım ölçütleri sıralanmıştır. Daha sonra İstanbul Üsküdar-Ümraniye-Çekmeköy metro hattı depo sahası anlatılarak, ihale dokümanındaki uygulamaya esas kesin proje tasarımı incelenmiş ve yeni bir metro depo sahası ön proje tasarımı geliştirilmiştir. Elde edilen sonuçlar belirlenerek, metro depo sahası tasarımı yapılırken göz önünde bulundurulması gereken yeni öneri ve yaklaşımlar getirilmiştir. Metro depo sahası tasarımını etkileyen etkenler; konum ve yer seçimi, işletme, atölye binası ve bakım hizmetleri, araç park hatları, metro araç özellikleri, karayolu bağlantısı, şehir ve çevre etkileşimi, metro depo sahası bağlantı yolu, güvenlik, elektromekanik sistemler, altyapı, üstyapı ve hat geometrisi olarak sıralanabilir. Tasarım ölçütleri olarak, metro hattı tasarım ölçütleri, atölye yapıları tasarım ölçütleri, çevresel gürültü ve çevresel titreşim ölçütleri dikkate alınmalıdır. Depo sahasının konumu ve yeri seçilirken, hizmet edeceği metro hatlarına yakın olmasına dikkat edilmelidir. Seçilen arazinin, istenilen tesislerin yerleşimine uygun koşullarda, büyüklükte olması ve topoğrafyasının engebesiz olması gerekir. İşletme için kumanda ve kontrol merkezinin bulunduğu, bütün metro hattı ve depo sahasının denetiminin yapıldığı bir işletme binası tesis edilmelidir. İşletme binası ve tesisleri tasarlanırken, tüm işletme senaryolarına uygun ve elverişli yerleşimler yapılmalıdır. Atölye binası ve bakım hizmetleri, bütün araçlara servis sağlayabilecek kapasiteye göre belirlenir. Çift taraftan girişli atölye binası tasarımı daha çok tercih edilse de, arazinin durumuna göre tek taraftan girişli atölye binası da tasarlanabilir. Metro depo sahasının ana amacı metro araçlarına hizmet vermek olduğu için, araç özelliklerine göre bütün tesisler şekillenir. Araçların statik ve dinamik gabarisi, uzunlukları ve kullanılabildikleri hat geometrisi özelliklerine göre, dolanım hatlarının, atölye hatlarının, park hatlarının ve tesislerin yerleşimi yapılır. Karayolu bağlantıları sayesinde depo sahası çalışanlarının ulaşımı, malzeme temini ve metro araçlarının depo sahasına ulaşımı sağlanabilir. Acil durumlarda karayolunu kullanacak acil durum ekiplerinin araçlarına uygun olarak karayolu tasarımlarının yapılmasına dikkat edilmelidir. Şehir ile uyum içerisinde, gürültü ve titreşimlerin denetim altında tutulduğu, atıkların toplanması ve bertarafı için çevreci tesislerin kurulduğu, kirlenmiş suların arıtıldığı ve çevreci bir drenaj sisteminin bulunduğu bir depo sahası tasarımı yapılarak çevre etkileri azaltılmalıdır. Bağlantı yolu; metro hattı ile depo sahası arasındaki ulaşım güvenilirliğini sağlamalı, bir aksaklık durumunda farklı güzergahlarla ulaşım devam etmelidir. Depo sahasının güvenliği için giriş ve çıkışlar denetim altında tutulmalı, izinsiz girişleri engellemek için duvar ve çitlerle arazinin çevresi korunmalıdır. Can güvenliği için insanların araç hatlarına geçişi sınırlandırılmalıdır. Araçların cer gücünü karşılayacak cer trafo merkezi ve uygun katener sistemleri tasarlanıp, araçları denetlemek ve trafik akışını sağlamak için sinyalizasyon donanımları tesis edilmelidir. Altyapı için uygun malzeme seçilerek, gerekli olan şev ve duvar yerleşimleri yapılmalıdır. Yeraltı suyu ve yağmur suyunun denetimi drenaj sistemi ile sağlanarak zeminin kararlılığı korunmalıdır. Depo sahasının yapısına göre balastlı ya da balastsız üstyapı tipi seçilerek tasarım şekillenir. Yapılar içerisinde bulunan hatlar daha çok balastsız üstyapı tipinde yapılırken, doğal zemin üzerinde bulunan hatlar çoğunlukla balastlı üstyapı tipinde yapılmaktadır. Hat geometrisi, depo sahası yerleşimini en çok etkileyen etken olduğu için, yatay ve düşey geometri tasarımları dikkatle yapılmalıdır. Metro araçlarının özelliklerine uygun ve hizmet kapasitesini düşürmeyen özellikte, yatay ve düşey geometri elemanları ile makaslar belirlenip tasarımlar yapılmalıdır. Tasarımı etkileyen etkenlerin yanı sıra, tasarıma ilişkin belirlenmiş olan ölçütler de göz önünde bulundurulmalıdır. Metro depo sahası hatları; hat tasarım ölçütlerine bakılarak, hat geometrisinde istenen şartları sağlamalıdır. Atölye yapıları tasarım ölçütleri de dikkate alınarak, atölye gereksinimleri ve alanları belirlenir ve atölye tasarımı tamamlanabilir. Metro hatları ve depo sahaları yerleşim yerlerinde bulunduğu için, çevreye verdiği rahatsızlıkları belirli seviyelerin altında tutmak amacıyla, çevresel gürültü ve çevresel titreşim ölçütleri dikkate alınmalıdır. Metro depo sahası tasarımını etkileyen bu etkenler ve ölçütler ışığında, Üsküdar-Ümraniye-Çekmeköy metro hattı depo sahası için ihale dokümanında hazırlanmış olan uygulamaya esas kesin proje tasarımı incelenmiş, eksiklikleri belirlenmiş ve yerine yeni bir ön proje tasarımı hazırlanmıştır. Üsküdar-Ümraniye-Çekmeköy metro hattı depo sahası için topoğrafyası engebeli bir arazi ayrılmıştır. Hat, İstanbul’un yoğun yerleşim bölgesinde planlandığı için, depo sahasının yapılabileceği uygun bir arazi bulmak zordur. Kamulaştırma bedellerinin yüksek olması ve kamulaştırmalara karşı açılan davaların uzun yıllar boyunca sürmesi de göz önünde bulundurulduğunda, elde olan arazinin kullanılmasına karar verilmiştir. Daha etkili ve verimli bir şekilde arazi kullanımı sağlamak amacıyla, 110 m ve 120 m olmak üzere iki ayrı kotta, kademeli bir şekilde depo sahası tasarımları yapılmıştır. Tam otomatik sürücüsüz sistem ile işletim için, gerekli kumanda ve kontrol merkezi, sinyal sistemi ve hat tasarımı ile depo sahası tasarımları düzenlenmiştir. Atölye bakım hatları ve atölye binası içindeki teknik alanlar, ilgili ölçütler dikkate alınarak yeniden tasarlanmış, ortaya daha büyük ve yüksek kapasiteli bir atölye tesisi çıkmıştır. Araç park hatlarının sayısı 33’ten 68’e çıkarılmıştır. Alınacak araçlar belirlenerek, araç özellikleri tasarımlarda göz önüne alınmıştır. Depo sahasını kullanan metro hatlarının girişleri birbirinden ayrılarak, işletme açısından ortaya çıkabilecek karışıklıkların ve oluşabilecek araç trafiğinin önüne geçilmiştir. İtfaiye araçlarının ve büyük tırların kullanımına uygun, depo sahası içerisindeki bütün tesislerin ulaşımını sağlayan karayolu bağlantıları yapılmıştır. Tam otomatik sürücüsüz sistemde güvenlik sorunları çıkaracak hemzemin  geçişler kaldırılmış, yalnızca araçların elle kumanda edildiği atölye girişlerinde hemzemin geçişler konulmuştur. Gürültü ve titreşim azaltıcı çözümler getirilmiş, çevreci bir drenaj ve atık kaldırma sistemleri tasarlanmıştır. Metro hatları ile depo sahası arasındaki ulaşım güvenilirliğini sağlayacak, farklı güzergahlarla ulaşım sağlayabilen bağlantı yolları tasarlanmıştır. 800 m uzunluktaki test hattı bağlantı yolu üzerine yerleştirilmiştir. Tesisin güvenliği için yüksek duvar ve tel çitler konulup, kameralarla denetim sağlayabilecek tasarımlar sunulmuş, can güvenliği için hatlara insan erişimini engelleyecek tel çitler yerleştirilmiştir. Araçlara cer gücünü sağlayacak trafo merkezi ve rijit katener sistemi hazırlanmış, elektrik kesintisinde hizmete girecek bir kojeneratör sistemi tasarımlara eklenmiştir. UIC 54 (54 E 1) tipi ray ve ön germeli beton travers ile balastlı üstyapı sistemi kurularak depo sahası yerleşimleri yapılmıştır. Atölye binası içindeki bakım hatları için, betona gömülü oluklu ray ile balastsız üstyapı sistemi seçilmiş ve iki katlı park hatları binasının alt katındaki park hatlar için, betona sabit balastsız üstyapı sistemi seçilmiştir. Hat geometrileri tasarlanırken, arazi koşulları nedeniyle düşey geometri ölçütleri aşılmak zorunda kalınmıştır. Çekici araçların bu düşey geometri koşullarına uyumlu olması ve yeterli güce sahip olması durumunda, ortaya çıkabilecek olumsuzlukların önüne geçilebilir. En küçük yatay kurp yarıçapı 80 m, en küçük düşey kurp yarıçapı 2000 m, en büyük eğim %4 ve makas tipi 1/7 R 140 seçilerek tasarımlar yapılmıştır. Metro depo sahası tasarımları yapılırken, işletmenin gereksinimleri, araç özellikleri önceden bilinmeli ve tasarım ona göre şekillenmelidir. Daha verimli olan tam otomatik sürücüsüz sistem tercih edilmelidir. Depo sahasında hız ve konforun düşük olması ve yerleşim bölgesinde uygun arazi yapısı olan bir alanın bulunmasının zor olması göz önünde bulundurularak, hat geometrisi ölçütleri ve standartları konusunda daha esnek olunmalıdır. Metro depot area is needed to include operating, cleaning, maintenance and repair, overhaul, material requisition and parking areas for vehicles. Designing these facilities, many factors and criteria have to be taken into account. First of all, Istanbul metro lines  and their depot areas are mentioned in this thesis study. Then designing factors and criteria for a metro depot area are highlighted. Afterwards, final design project in the contract of Istanbul Uskudar-Umraniye-Cekmekoy metro line is being analyzed and a new conceptual design project for metro depot area is being developed. Finally, by taking into consideration of the results indicated, new suggestions and aspects about metro depot design are being made. Factors for designing metro depot area are; location and site selection, operation, workshop and maintenance services, parking tracks, vehicle features, rood connection, city and environment interaction, access tracks, security, electromechanical systems, infrastructure, superstructure and track geometry parameters. Criterion of track design, criterion of workshop design and criterion of environmental noise and vibration are needed to be taken in consideration as design criterions. Metro depot area is needed to be close to the metro lines which are being connected. The area is needed to be appropriate and big enough for the selected facilities, and smooth terrain are better to establish the facilities. Operation building and facilities are being designed and areas are being selected which are appropriate and sufficient for entire operational scenarios and have control center. Requests of operator firm are being considered in the name of not having trouble during operation. The capacity of workshop and maintenance services is determined regarding to the serving to metro vehicles. Double entry workshop is generally being preferred. However, single entry workshop may be designed according to the field situation. As the main purpose of a metro depot area is serving to metro vehicles, the facilities are designed according to properties of metro vehicles. Settlement of the tracks, workshop and the other facilities are being done accordingly static and dynamic gauge, length of the vehicles and properties of appropriate track geometry. Proper highway connections are needed for the transportation of workers, materials and metro vehicles. Rood design is necessary in the state of emergency for the emergency response vehicles using the roods. In concordance with city, controlling over the noise and vibration are required by designing of depot area. Environmental impacts are being reduced by compatibility with city and environmental, keeping under control environmental noise and vibration, storage and disposal of wastes, treatment of waste water and ecological drainage systems. Access tracks provides security between metro line and depot area and in case of trouble it should be maintained the transportation with different routes. For the security of depot area, entry and exit points are needed to be controlled and protected with hedges and walls against intrusions. Access of people to track corridors should be limited for security of life. Traction transformer and appropriate catenary systems are being designed to meet the traction force of vehicles. Necessary facilities for signage systems are being established on behalf of controlling the vehicles and traffic stream. Required side slopes and retaining walls settlements are being done by selecting the proper material for infrastructure. Infrastructure design is needed to be developed by providing drainage system to control groundwater and storm water. The stability of soil could be provided by means of drainage system. Design is being shaped by selecting ballasted track or ballastless track according to the configuration of depot area. Generally, tracks in building are ballastless and tracks on soil are ballasted. Track geometry is the main factor on settlement of a depot area. Tracks are being settled by horizontal and vertical geometry design and selection of turnout geometry which are appropriate for depot area. These geometries are needed to be appropriate for vehicles and nonrestrictive for the capacity of metro depot area. Beside of these factors, regarding design criterions is required to be considered. Preferred conditions on track geometry are being provided thereby the design criterions of track geometry. Design of workshop can be completed by determining the necessity and area of workshop considering workshop design criterions. To keep under control environmental disturbance, environmental noise and environmental vibration criterions are needed to be considered. The final design project in the contract of Istanbul Uskudar-Umraniye-Cekmekoy metro line is being analyzed and its deficiencies are being disclosed in the light of design criterions and factors of metro depot. In place of this design, new conceptual design project is being developed. Metro depot area in the project has rugged terrain. Since the metro line is projected on intensive residential area of Istanbul, it is hard to find an appropriate land for depot area. Because of high level of expropriated price and long cases against expropriation, it is decided to continue to work on same land. Therefore, with the purpose of efficiently usage of the land, depot area is being designed by arranging land on two different elevations which are 110m and 120m. Design of the depot area is arranged by control center, signal system and track design for unmanned full-automatic operation system. Capacity of workshop building and depot area is expanded by integrating two workshop building in different areas. Daily cleaning services are taken to parking tracks. Number of vehicle parking lines is increased from 33 to 68. New design project is shaped regarding to properties of metro vehicles. Depot area entrance of subway lines is being separated for the purpose of preventing disorder and potential vehicle traffic. A new road design is being developed for the usage of fire trucks and trailer trucks. All facilities are connected with road. Level crossings are settled only at the entrances of workshop which vehicles controlled manually to avoid safety problems on unmanned full-automatic operation system. Ecological drainage systems, storage and disposal of wastes and equipment for restriction of environmental noise and vibration are designed. Access roads are planned to provide reliability of transportation between metro lines and depot area and also different routes. 800-meter-long test track is settled on access road. Razor wire and wire fences on high walls and monitor system are designed for the security of properties. For the security of life, wire fences are put to prevent access to tracks. A transformer and rigid catenary system are prepared to provide traction force for vehicles. A cogenerator system is added to design to put into service in case of power cut. Ballasted track system with UIC 54 (54 E 1) type rail and pre-stressed concrete sleeper are selected and settled. In the workshop building, superstructure should be as flange rail embedded in concrete. On ground floor of parking building, superstructure should be as ballastless track. Because of condition of terrain, it is contravened vertical geometry criterions. To prevent problems of this situation, shunting vehicle is needed to be proper to the vertical geometry. The minimum radius of horizontal curve as 80 m, the minimum radius of vertical curve as 2000 m, the maximum slope as 4% and turnout type as 1/7 R 140 are selected then design is prepared. By designing a metro depot area, requirements of the operating firm, properties of vehicles should be known before designing period and design is needed to be shaped accordingly. Unmanned full-automatic operation system should be selected for further efficiency. The speed and comfort in the depot area is restricted, and it is hard to find an appropriate land in urban area. Therefore, flexibility is needed on criterions and standards of track geometry. Yüksek Lisans M.Sc.

Abstract

This paper appears also as Serie: Working paper series in economics ; No. 61, September 2014. ISSN 2190-9806; International audience; We analyse the potential for shifting freight transports to the railways in Western and Central Europe. This potential arises for large and concentrated freight flows over long distances of about 300 km or more. However, we show that there are only few such freight flows in Europe, and that they are concentrated or connected to the central European population centers, sometimes called the "Blue Banana". As a consequence, the European railway freight corridors according to EU Regulation 913/2010 should be divided into two distinct groups: first tier and second tier corridors. Substantial innovations should be introduced on the first tier corridors first, in order to increase efficiency and reduce noise. This refers to core innovations for rolling stock like the introduction of automatic couplings, electronic or electro-pneumatic brakes, and modern bogies.

Abstract

Slovakia’s transport sector has not suffered from the dramatic reductions in demand and neglect of its infrastructure that have afflicted many of its neighbors. However, current under-maintenance is eating away at the stock of transport infrastructure and is unsustainable in anything more than the very short term. In addition, despite good intentions, progress on commercializing its transport operations has not progressed far enough to put them in a strong position to confront the pressures they will face when Slovakia enters the European Union, hopefully at the beginning of 2004. There is now a short window of opportunity to make good on deferred maintenance, establish a more sustainable maintenance regime and make good on the previous good intentions for commercialization. The opportunity exists also for the institutional structure of the sector to be revised so as to better reflect the interests of transport users, reform the way that infrastructure is financed and to systematically eliminate the remaining regulatory protections given to existing operators. The Strategy presented here shows how these objectives can best be reached, and how the World Bank can help bring them about. If the Strategy is implemented, action will have been taken before there is a problem and order will have been introduced before disorder takes over.

Abstract

Containerisation has led to increased competition between ports and put pressure on the use of scarce hinterland infrastructure. Having good coordination between all actors involved in port-related transport, including infrastructural access to the hinterland, is required to be successful in container port competition. In hinterland chains, different coordination problems exist for different reasons. As a response, different public and private actors undertake coordination arrangements to solve coordination problems. The goal of this thesis is to advance the understanding of how actors in port-related transport chains improve this coordination. The core of the thesis consists of five article. They form a ‘pattern of discovery’ of different issues related to coordination in hinterland chains applying different theoretical lenses from inter-organisational theories in which Institutional Economics plays a central role. This thesis introduces a framework to analyse coordination in hinterland chains. The framework helps to cope with the complexity of coordination in port-related transport chains and it is a tool to explore coordination issues systematically."br/""br/"The first study shows that different coordination problems exist in transport by road, rail, and waterway. These coordination problems occur due to the imbalance between the costs and benefits of coordination, a lack of willingness to invest, the strategic considerations of the actors involved, and risk-averse behaviour. Based on literature review, desk research, interviews, and cases of coordination arrangements from the port of Rotterdam, we introduce a typology of four main categories of coordination arrangements. The categories are inspired by Transaction Cost Economics, theory on Property Rights, and Collective Action theory, and include: introduction of incentives, creation of interfirm alliances, changing scope of the organisation, and creating collective action. In the empirical part, coordination arrangements from container bargingin the port of Rotterdam are discussed and linked with the relevant coordination problem."br/""br/"The second study further explores coordination arrangements in the port of Rotterdam taking the typology from the first article as a starting point. Key characteristics related to the complexity of the transaction (number of actors involved, group character, and coordination problems to be solved) and of the coordination arrangements (type of coordination arrangement, function of actors involved, function of the initiator, power base of the initiator, transport mode and use of ICT) are defined. The analysis shows that transport companies are the most important initiator of coordination arrangements. The Rotterdam Port Authority and terminal operators also play an important role. This article assumes a relationship between the chosen coordination arrangement and the complexity of the transaction. More actors involved leads to more complexity, resulting in more hierarchical coordination arrangements; the involvement of public actors or the port authority reduces transaction costs. When the group size is large, initiators of coordination arrangements do not enforce coordination, but act mainly as a stimulator or enabler (leader firms). The analysis shows that ICT is usually applied to solve the lack of operational coordination, and when the group size is large."br/""br/"The third article further explores one main category of coordination arrangements, namely ‘changing scope’, thereby focussing on two actors, namely shipping lines and terminal operating companies. By making use of insights from Transaction Cost Economics and the Resource-based View, the paper helps to understand why and how shipping lines and terminal operating companies vertically integrate into intermodal transport and in inland terminals. The paper discusses a number of cases from the Hamburg–Le Havre range, where shipping lines and terminal operating companies have changed their scope. After the theoretical and empirical analysis, the papers draws conclusions on the explanatory power of the theories. From a theoretical point of view, and based on empirical observations, the study shows that three other aspects are relevant to take into account: the geographical scale of vertical integration strategies, the elements of power and culture of the firms, and the role of the formal institutional environment."br/""br/"In the fourth study, the focus is on including the role of the institutional environment and dynamics in the analysis of coordination in hinterland chains. Based on an in-depth study into coordination in liberalised railway market in the Port of Rotterdam, empirical illustrations are used to adjust the Transaction Cost Economics approach towards a dynamic model influenced by Douglas North's theory on economic and institutional change. The study states that such a framework is relevant to study port-related railway chains that changed from a single and homogenous actor constellation to a multiple and heterogeneous actor constellation. In the adapted framework, the institutional environment is not only a constraint but also an instrument creating possibilities for improving coordinating behaviour, and allowing interaction between the coordination arrangements and the institutional environment."br/""br/"The last article deepened the insights on causes of coordination problems focussing on container barging in the port of Rotterdam. A multidisciplinary analysis is performed, analysing possible institutional reasons that cause coordination problems. The study shows that container barging has a large track record of coordination arrangements. The sector is embedded in a history with many vertical and horizontal alliances. Although the Inland Waterway Transport sector can be characterised as conservative and individualistic, container barge operators act with an entrepreneurial, adaptive and future-oriented spirit. The degree of organisation among barge operators and inland terminal operators, active in organising barge transport, is relatively high, reflecting an ability to work improve coordination in the future. The present division of property and decision rights forms a bad condition for future improvement. This includes the missing contract between the barge operator and the deep-sea terminal operator, and between the barge operator or skipper and the infrastructure manager. This is difficult to change in the short term.

Abstract

Containerisation has led to increased competition between ports and put pressure on the use of scarce hinterland infrastructure. Having good coordination between all actors involved in port-related transport, including infrastructural access to the hinterland, is required to be successful in container port competition. In hinterland chains, different coordination problems exist for different reasons. As a response, different public and private actors undertake coordination arrangements to solve coordination problems. The goal of this thesis is to advance the understanding of how actors in port-related transport chains improve this coordination. The core of the thesis consists of five article. They form a ‘pattern of discovery’ of different issues related to coordination in hinterland chains applying different theoretical lenses from inter-organisational theories in which Institutional Economics plays a central role. This thesis introduces a framework to analyse coordination in hinterland chains. The framework helps to cope with the complexity of coordination in port-related transport chains and it is a tool to explore coordination issues systematically."br/""br/"The first study shows that different coordination problems exist in transport by road, rail, and waterway. These coordination problems occur due to the imbalance between the costs and benefits of coordination, a lack of willingness to invest, the strategic considerations of the actors involved, and risk-averse behaviour. Based on literature review, desk research, interviews, and cases of coordination arrangements from the port of Rotterdam, we introduce a typology of four main categories of coordination arrangements. The categories are inspired by Transaction Cost Economics, theory on Property Rights, and Collective Action theory, and include: introduction of incentives, creation of interfirm alliances, changing scope of the organisation, and creating collective action. In the empirical part, coordination arrangements from container bargingin the port of Rotterdam are discussed and linked with the relevant coordination problem."br/""br/"The second study further explores coordination arrangements in the port of Rotterdam taking the typology from the first article as a starting point. Key characteristics related to the complexity of the transaction (number of actors involved, group character, and coordination problems to be solved) and of the coordination arrangements (type of coordination arrangement, function of actors involved, function of the initiator, power base of the initiator, transport mode and use of ICT) are defined. The analysis shows that transport companies are the most important initiator of coordination arrangements. The Rotterdam Port Authority and terminal operators also play an important role. This article assumes a relationship between the chosen coordination arrangement and the complexity of the transaction. More actors involved leads to more complexity, resulting in more hierarchical coordination arrangements; the involvement of public actors or the port authority reduces transaction costs. When the group size is large, initiators of coordination arrangements do not enforce coordination, but act mainly as a stimulator or enabler (leader firms). The analysis shows that ICT is usually applied to solve the lack of operational coordination, and when the group size is large."br/""br/"The third article further explores one main category of coordination arrangements, namely ‘changing scope’, thereby focussing on two actors, namely shipping lines and terminal operating companies. By making use of insights from Transaction Cost Economics and the Resource-based View, the paper helps to understand why and how shipping lines and terminal operating companies vertically integrate into intermodal transport and in inland terminals. The paper discusses a number of cases from the Hamburg–Le Havre range, where shipping lines and terminal operating companies have changed their scope. After the theoretical and empirical analysis, the papers draws conclusions on the explanatory power of the theories. From a theoretical point of view, and based on empirical observations, the study shows that three other aspects are relevant to take into account: the geographical scale of vertical integration strategies, the elements of power and culture of the firms, and the role of the formal institutional environment."br/""br/"In the fourth study, the focus is on including the role of the institutional environment and dynamics in the analysis of coordination in hinterland chains. Based on an in-depth study into coordination in liberalised railway market in the Port of Rotterdam, empirical illustrations are used to adjust the Transaction Cost Economics approach towards a dynamic model influenced by Douglas North's theory on economic and institutional change. The study states that such a framework is relevant to study port-related railway chains that changed from a single and homogenous actor constellation to a multiple and heterogeneous actor constellation. In the adapted framework, the institutional environment is not only a constraint but also an instrument creating possibilities for improving coordinating behaviour, and allowing interaction between the coordination arrangements and the institutional environment."br/""br/"The last article deepened the insights on causes of coordination problems focussing on container barging in the port of Rotterdam. A multidisciplinary analysis is performed, analysing possible institutional reasons that cause coordination problems. The study shows that container barging has a large track record of coordination arrangements. The sector is embedded in a history with many vertical and horizontal alliances. Although the Inland Waterway Transport sector can be characterised as conservative and individualistic, container barge operators act with an entrepreneurial, adaptive and future-oriented spirit. The degree of organisation among barge operators and inland terminal operators, active in organising barge transport, is relatively high, reflecting an ability to work improve coordination in the future. The present division of property and decision rights forms a bad condition for future improvement. This includes the missing contract between the barge operator and the deep-sea terminal operator, and between the barge operator or skipper and the infrastructure manager. This is difficult to change in the short term.

Abstract

French project named REVES started in 2015. The goal of this project is to design ballastless railway tracks without sleepers in order to reduce track thickness and increase gauge in tunnels. Older tunnels would benefit particularly from such a track since it would allow for modern freight trains to circulate inside them while providing a cost-effective and time-saving construction process."br" A PhD thesis has begun within this project. It aims at modelling the viscoplastic behaviour of asphalt concretes in order to predict the long-term mechanical response of a railway infrastructure such as those considered in project REVES."br" A viscoplastic model using the Perzyna formulation was developed to describe the irreversible creep behaviour of asphalt concretes. Model parameters were identified by means of triaxial tests. An efficient yield surface was developed as well as a hardening law with a single parameter. A sequential method for determining model parameters was established. The model was implemented in FEM software Cast3M in order to perform numerical railway track simulation. Some simulations of ballastless railway structures were performed. Firstly, it can be observed than predicted settlements stabilizes and do not reach the limits recommended by the French railway board. It can also be seen that viscoplastic strains concentrates in the Asphalt concrete, just under the rail. Then, it can be seen that stresses redistribute inside the structure over time, leading to eliminate tensile and shear stresses.

Abstract

Railway rolling stock is one of the most significant cost components for operators of passenger trains. The efficient circulation of rolling stock is therefore one of the main objectives pursued in practice. This paper focuses on the determination of appropriate numbers of train units of different types together with their efficient circulation on a single line. To utilize the train units on this line in an efficient way, they are coupled to or uncoupled from the trains in certain stations according to the passengers' seat demand in peak and off-peak hours. Because coupling and uncoupling train units must respect specific rules related to the shunting possibilities in the stations, it is important to take into account the order of the train units in the trains. This aspect strongly increases the complexity of the rolling stock circulation problem. This paper presents a solution approach based on an integer multicommodity flow model with several additional constraints related to the shunting processes at the stations. The approach is applied to a real-life case study based on the timetable of NS Reizigers, the main Dutch operator of passenger trains.