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High speed rail vehicles need to start the emergency traction battery system in an emergency. In order to ensure that the emergency traction battery system can be quickly started in cold conditions and ensure that the high speed railway has sufficient mileage, this paper proposes a multi-stage heating method based on flat heat pipes. The thermodynamic parameters of the power battery are obtained by simulation analysis and experimental verification. According to the thermodynamic model, the heat generation model and coupled heat transfer model of the battery are established. Different heating powers are assigned to different heating points and the total heating power is kept constant. Through the analysis results, the multi-stage heating device of the emergency traction battery system can effectively reduce the heating time under cold conditions and the temperature difference between the battery system Modules. This paper can provide reference to the design of the battery pack and the matching of the heating system.

En las últimas décadas se han producido cambios en los modos de gobernanza local, con importantes consecuencias para la ejecución de las políticas de desarrollo local. El presente artículo analiza el proceso y las características de los agentes involucrados en el lobby de una estación del tav en Segovia y concluye que los estudios sobre desarrollo local deben considerar la creciente sofisticación de la sociedad civil local,que, organizada en redes socio-institucionales y a través de estrategias de participación complejas, incluye grupos e intereses plurales. Au cours des dernières décennies il ya eu des changements dans la gouvernance locale, avec des conséquences importantes pour la mise en oeuvre des politiques de développement local. Cet article analyse les processus et les caractéristiques des agents impliqués dans le lobby d'une gare de tgv à Segovia et conclut que les études de développement local devrait donc envisager la sophistication croissante de la société civile, qui, organisée en réseaux socio-institutionnels et à travers des stratégies de participation complexes, inclut groupes et intérêts pluriels. In the last decades there have been important changes in governance at local scale, with implications with regard to the execution of development policies. This article analyzes the process and characteristics of agents involve in the lobby of a high-speed train station in Segovia and conclude that research on local development should pay attention to the growing powers of local civil society, which, organized through socio-institutional networks and with complex participation strategies,includes plural groups and interests.

Introduction. Station route allocation plan is an important extension of the train running diagram and the both are closely intertwined so the overall research on the synergetic preparation method is more beneficial in improving the preparation quality of the train running diagram and providing better service for passengers. Therefore, the research topic has practical significance. Methodology. Based on extensive literatures, this paper studies the synergetic preparation method of train running diagram and station route allocation plan in detail and analyses their association for providing a theoretical basis for the synergetic preparation method. Results. This work introduces the synergetic, analyses the systematic characteristics of the operation organization system of high speed railway and puts forward the optimization strategy of train running diagram and station route allocation plan. Conclusions. The work provides the solution for the preparation of the train running diagram and station route allocation plan by solving the examples based on the relevant optimization factors, such as train running in districts and train arrangement.

All car of Tohoku-Shinkansen is equipped with the regeneration brake. This car is returning electric power to the Catenary line when it is braking. Regenerative power can improve the energy efficiency if other cars can use regenerative power. But the regenerative power flows back to the grid via the traction substation when other train does not exist in the same section. At this time, the regenerative power flowing back is not metered. This study is to measure the regenerative energy that flows back to the grid. We need determine the equipment capacity if installing the electric energy storage systems and the RPC for use up regenerative power. By using a linear programming, we determined the optimal capacity of the electric energy storage systems and the RPC.

High Speed Rail (HSR), a new intercity passenger mode in Turkey, has high travel time reduction potential and competes against both road and air travel modes. A survey among the current HSR users showed that pricing at intercity bus ticket level is a factor increasing the preferability of HSR. If HSR ticket price is more than bus ticket price, 60 0 of the HSR users stated to prefer HSR, while only 40 0 stated preference, if HSR is priced equal to air ticket prices. Binary logit models developed in the study suggested travel time reduction as a major factor affecting HSR choice. It was determined that Value of Time (VoT) estimations using the binary logit models vary among both HSR lines and different traveler groups.

RESUMEN: El presente estudio versa sobre el problema de interacción vía-estructura en puentes ferroviarios, que puede entenderse como las consecuencias del comportamiento de la vía en el puente, y viceversa, y que se debe a la interconexión entre ambos. El auge de la alta velocidad obliga a que el control de la seguridad y confort del pasajero sean más exhaustivos, de manera que se sustituye el tradicional carril con juntas por la barra larga soldada, siendo ésta última de empleo casi exclusivo en este tipo de línea ferroviaria. La barra larga soldada se ve sometida a una serie de cargas axiales importantes como consecuencia de las fuerzas de arranque y frenado, y de la diferencia de temperatura que existe entre el carril y el terreno. No obstante, cuando el carril se coloca sobre un puente, el problema longitudinal de deformación se complica. La interacción entre vía y tablero se refleja en esfuerzos en los carriles y en el tablero y sus apoyos, al igual que en desplazamientos tanto de la vía como del tablero. Si la interacción está controlada, el puente cumple su función; servir de apoyo a la vía sin que ésta sufra defectos o irregularidades. Los defectos en la vía pueden ser de dos tipos: rotura de los carriles, o ruptura del enlace entre vía y estructura de tal manera que la estabilidad de la vía no esté garantizada. El fenómeno de interacción (control de tensiones y desplazamientos) va a depender, a su vez, de la situación de las juntas de dilatación en la propia vía. Por ello, se ha realizado una revisión bibliográfica que pretende sentar las bases del estudio de la interacción vía-estructura, compilando información que sea aplicable de carácter general a todo tipo de vía. Posteriormente, desde un punto de vista profesional como usuario de códigos estructurales, se han comparado varias normativas, pretendiendo ver cómo de dispar es el tratamiento que éstas hacen en el análisis del fenómeno y se tratan de establecer causas que expliquen dichas diferencias. Después se ha realizado el análisis del fenómeno de interacción en un puente real con el objetivo práctico de estudiar la aplicabilidad de los códigos estructurales a casos reales. El análisis se ha realizado mediante un modelo de elementos finitos en Sofistik y se ha modelizado de acuerdo a dos normativas diferentes, los Eurocódigos por un lado y la normativa californiana por el otro. Como elemento novedoso al estudio de interacción vía-estructura se ha contemplado un análisis dinámico debido a diversos sismos de diseño, de acuerdo a las especificaciones de la normativa californiana. Por último, tras el desarrollo del presente Trabajo Final de Máster se establecen una serie de futuras líneas de investigación que se derivan tanto del análisis teórico como del análisis práctico. ABSTRACT: This study deals with the problem of rail-structure interaction in railway bridges, which can be understood as the consequences of the behaviour of the track on the bridge, and vice versa, and appears due to the interconnection between the two. The high-speed boom forces the passenger's safety and comfort control to be more thorough, so that the traditional track with joints was substituted by the continuous welded rail, the latter being used almost exclusively in this typology of railway The long welded bar is subjected to a series of important axial loads as a result of the acceleration and braking forces, and the temperature difference between the rail and the ground. However, when the rail is placed on a bridge, the problem of longitudinal deformation becomes more complex. The interaction between the track and the deck is showed in efforts on the rails and on the deck and its supports, as well as in movements of both the track and the deck. If the interaction is controlled, the bridge fulfils its function; serving as a support for the track without the appearance of defects or irregularities. Defects in the track can be of two types: rail breakage, or breakage of the link between the track and structure in such a way that the stability of the track is not guaranteed. The phenomenon of interaction (control of tensions and displacements) will depend, in turn, on the situation of the expansion joints in the track. Therefore, a literature review has been carried out that aims to lay the fundamentals of the study of the rail-structure interaction, compiling information that is generally applicable to all types of tracks. Subsequently, from a professional point of view as a user of standards, several of these have been compared, pretending to see how disparate is the treatment they make in the analysis of the phenomenon and try to establish causes that explain these differences. Afterwards, the analysis of the interaction phenomenon in a real bridge has been carried out with the practical objective of studying the applicability of structural standards to real cases. The analysis was performed using a finite element model in Sofistik and was modelled according to two different standards, the Eurocodes on the one hand and the Californian standards on the other. As a fresh element to the study of interaction via structure, a dynamic analysis has been contemplated caused by various design earthquakes, according to the specifications of the California standards. Finally, after the development of this Master's Degree Dissertation, a series of future lines of research are established and these derive from both theoretical and practical analysis. Máster en Ingeniería de Caminos, Canales y Puertos

Turkey started the High-Speed Rail (HSR) services in 2009 and has four operating lines with three more lines expected to serve in the near future. This study aims to investigate the potential competitiveness of HSR against bus and airway alternatives in the future lines (Ankara-Bursa, Ankara-Izmir and Ankara-Sivas).

In this paper, transmission scheme for the base station with a large number of antennas in the high-speed train (HST) networks in the presence of Doppler shift is considered. A location-fair transmission scheme based on sectorized beams, in which the received signal-to-noise ratio or signal-to-interference-plus-noise ratio (SINR) inside the beam range varies little, is first proposed to counter the effect of high Doppler shift. An optimization problem for the beam design is formulated to maximize the expected average power within the beam coverage range with limited variation in the instantaneous received power in different locations. Subsequently, the two HSTs encountering scenario is considered. An optimization problem to maximize the sum transmission rate with suppressed average interference and limited variation in the instantaneous received SINR for each HST is formulated, which is nonlinear and cannot be solved directly. Alternatively, the objective function is shifted to minimizing the power consumption, for which an iterative algorithm to derive the optimal solution is designed. Through numerical results, the tradeoff between fairness and cumulated mobile service is demonstrated. Overall, a location-fair solution for the HST networks in the presence of Doppler shift is provided.

The pantograph arcing phenomenon may shorten the service life of a pantograph and even destroy onboard devices and instruments, due to the irregular motions of the train and the intermittent line–pantograph disconnection. This paper points out that abrupt inductive energy from the magnetizing inductance of the traction transformer can lead to an electromagnetic transient process with unexpected overvoltage across it. Further, a supercapacitor-based power electronic system is proposed, which can not only redirect the inductive energy to the supercapacitor pack through bidirectional converters but also mitigate the overvoltage across the main electrical equipment when pantograph arcing occurs. Simulation results show the overvoltage could be reduced and the energy stored in the supercapacitor which could also be used to provide energy for sensors or other devices.

International audience; The aim of the work, described in this paper, is to propose a method enabling the in-situ mechanical characterisation of railway materials from the use of acceleration records of a downhole seismic instrumentation network installed in a research facility of the national French Railway Company. This is done using some geophysical methods (i.e. interferometry and time-frequency analysis) to analyse the vibrations induced by the dynamic loading of a passing trains. According to the recorded data from the instrumented site, it is shown that the response of rail-embankment-ground system is mainly non-linear elastic.

The peculiarity of the high speed railway power supply and distribution system is introduced. With comparison of conventional reactive power compensation approach, an adjustable and feasible compensation scheme is proposed. In order to regulate the reactive power of the high speed railway flexibly, we compensate the reactive power of the feeder substation and the power through line respectively. The compensation scheme of the power through line relies mainly on setting fixed reactors distributed on it with adjustable reactors concentrated in the substation as subsidiary, and increasing the power factor of the end line of the feeder substation.

A 2×25-kV 50 Hz traction power system was analyzed and modeled in the time domain in order to simulate short-circuit conditions and to attain a practical method to identify the short circuit behavior of the traction system. In particular, due to the difficulty in assessing the track-line parameters which mainly depend on changing environmental conditions, the possibility of neglecting the capacitive parameters was analyzed. A complete model of the 2×25-kV 50 Hz traction power system was developed and validated through comparison with the results of referenced models and experimental tests performed on real systems. Simulations, addressed to reduce the short-circuit modeling complexity, demonstrate that neglecting the capacitive effects between conductors and to ground does not affect the calculation accuracy for standard analyses. The obtained results show that the proposed model can be remarkably useful for the traction system design as well as for investigating the effects of short-circuit conditions on other circuits, such as telecom circuits, power-supply equipment, and signaling track circuits.

Apparu en 2011, le TGV Rhin-Rhône se glisse dans un interstice laissé par les TGV Sud-Est et Est. Il dessert des territoires fragilisés par le déclin de l'industrie manufacturière. Face à la complexité des problèmes, du jeu des acteurs et de l'enchevêtrement des échelles géographiques, on se posera huit questions pragmatiques pour essayer de comprendre ce qui se noue désormais : La LGV Rhin-Rhône est-elle le produit d'un lobbying local ? L'objectif de l'Association Trans Europe Rhin-Rhône Méditerranée est-il atteint ? Le TGV Rhin-Rhône est-il nécessaire ? Quels sont les périls menaçant l'achèvement de la LGV ? Avec un projet comportant deux gares, les Dijonnais sont-ils dans l'erreur ? La gare de Mulhouse est-elle un pôle de croissance ? Le syndrome des betteraves menace-t-il les gares nouvelles ? La Métropole Rhin-Rhône est-il un concept mort-né ? Appearing in 2011, the Rhin-Rhône TGV slips into the interstice left by the South-East and East TGV. It serves territories weakened by the decline of the manufacturing industry. Considering the complexity of the problems, the strategy of the actors and the intricacy of geographical scales, eight pragmatic questions will be asked in order to try to understand what is tied from now on: Is the Rhin-Rhône high speed line the result of a local lobbying? Has the Trans Europe Rhin-Rhône Méditerranée Association reached its target? Is the Rhin-Rhône TGV really necessary? What are the dangers threatening the achievement of the LGV? Are the people in Dijon mistaken when they plan two stations? Is the Mulhouse station a center of growth? Are the new stations condemned to be in the middle of nowhere? Is the Métropole Rhin-Rhône a stillborn concept? Der TGV Konzept ist gründlich für eine rasche Verbindung zwischen Paris und die anderen französischen oder europaischen Grossstädte ausgedacht. Also müssen die kleine und die mittlere Städte sich eilen, wenn sie eine TGV Linie, einen TGV Bahnhof und stoppende Züge erhalten wollen. Das alles in acht fragen für den TGV Rhin-Rhône : Ist der Bau der Hochgeschwingdigskeitlinie eine Konsequenz einer Lobbyingpolitik ? Hat der lokaler Verband Trans Europe Rhin-Rhône Méditerranée seine Ziele erreicht ? Ist eigentlich der TGV Rhin-Rhône notwendig ? Welche Gefahre drohen die Befertigung der Linie ? Würden die zwei geplänte Bahnhöfe in Dijon ein Irrtum sein ? Kann der Mülhauser Bahnhof ein Wächstummagnet sein ? Selbe Frage für die neuen Bahnhöfen, die mann aüsser der Städte gebaut hat ? Ist die Metropolregion Rhin-Rhone ein Plan, der von vornherein zum scheitern verurteilt ist ?

Public policies and related interventions cause diverse territorial impacts; intended and wanted as well as lateral, indirect and unwanted ones. Strategic impact assessments are commonly used to identify and assess these impacts. Besides, the main intention of impact assessments is to influence and optimize the policy actions in terms of their impacts. Forecasting of future development and identification of impacts is a complex task, charged with uncertainties, which requires resourceful use and combination of different tools. Scenarios are among the most effective forecasting, communication and policy design tools. The paper presents the use of scenarios in a strategic environmental impact assessment for a high speed rail in Slovenia. Scenarios were used as an input for environmental vulnerability modelling. Acceptability of environmental costs brought about by planned intervention can only be assessed based on knowledge about the changes/benefits.

Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2015, Thesis (M.Sc.) -- İstanbul Technical University, Instıtute of Science and Technology, 2015, Bu tezde, dünyada ve ülkemizde bugüne kadar yüksek hızlı demir yolu teknolojisine yapılmış olan yatırımların nitelikleri üzerinde durularak, genel bir değerlendirme yapılmaya çalışılmıştır. Özellikle ülkemizdeki hatlarda bulunan altyapı, üst yapı, sinyalizasyon, elektrifikasyon ve haberleşme imalatlarının içerikleri ile maliyetlerinin dünya ülkelerinin örnekleri ile karşılaştırmalarının faydalı olacağı düşünülmektedir., In this thesis, the qualities of the investments made on the high-speed railway technology in the world and in our country, were focused on, and an overall evaluation was tried to be carried out, accordingly. It is considered that, it might be useful comparing the contents and costs of infrastructure, superstructure, signalization, electrification and communication manufactures available in the lines in our country, to the samples of the world countries., Yüksek Lisans, M.Sc.

Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2013, Thesis (M.Sc.) -- İstanbul Technical University, Institute of Science and Technology, 2013, Ulaştırma, tarih boyunca toplumların gelişimine önemli katkı sunmuş olup teknolojik gelişmelerin itici gücü olmuştur. Ulaştırma imkanlarının artması paralelinde, toplumların birbirleriyle iletişimi ve etkileşimi güçlenmiş, bu da insanlığın ortak medeniyetine önemli katkılar sunmuştur. Ulaştırma, günümüzde önde gelen hizmet sektörlerinden birisi olup sosyal, teknik, ekonomik, kültürel ve politik parametrelerle etkileyen ve etkilenen bir ilişkiye sahiptir. 20.yüzyılda yaşanan teknolojik gelişmeler, farklı ulaştırma türlerinin her birisi için geniş ihtiyaç ve kullanım alanını ortaya çıkarmıştır. 21. yüzyılda içinde bulunduğumuz süreçte ise; farklı ulaştırma türlerinin her birinin etkin ve verimli bir şekilde kullanımı ile bu türlerin birbirleriyle entegrasyonunun en üst düzeye çıkarılması zorunlu hale gelmektedir. Ulaştırma Sistemi’nin ekonomi ile olan yakın ve karşılıklı ilişkisi nedeniyle; küresel, bölgesel ve yerel anlamda yaşanan ekonomik gelişmeler, ulaştırma politikalarında kalıcı değişiklikler ve kararların alınmasına yol açmaktadır. Dünyada son 40 yılda yaşanan gelişmeler; daha çevreci ve dengeli bir ekonomik algının oluşturulmasını zorunlu kılmaktadır. Dolayısıyla, bu yaklaşımın da ulaştırma sistemine birebir yansımaları olmaktadır. A.B.D., AB, Japonya ve benzeri ülkeler, ulaştırma sisteminde türlerarası entegrasyon ve dengeli türel dağılımın önemini daha erken dönemde fark ederek, politikalarını bu çerçevede belirlemeye başlamışlardır. Avrupa Komisyonu’nun Eylül 2001’de kabul ettiği Beyaz Kitap’ta ortaya konan kararlar, kıta sathında ulaştırma ağlarının geliştirilmesini, bunların komşu coğrafyalarla bağlantılarını, demiryolunun türel dağılımdaki payının arttırılmasını, yük taşımacılığı için daha etkin politikaların geliştirilmesini ve yüksek hızlı demiryolu yatırımlarının türdel entegrasyon, bölgelerarası entegrasyon ve ülkeler arası entegrasyon çerçevesinde hızla arttırılmasını içermektedir. AB’nin 2007’de ortaya koyduğu TINA Raporu, genişleyen birliğin ulaştırma ağlarının çok türlü ve entegre bir şekilde geliştirilmesini ve sürdürülebilir bir hareketliliğin sağlanmasını amaçlamaktadır. Dolayısıyla, malların, hizmetlerin ve insanların serbest dolaşımının sağlanması adına bir başlangıç çalışmasını teşkil etmektedir. TINA Raporu’nun bir başka özel amacı ise AB ile bütünleşme sürecindeki Türkiye’nin ulaştırma sistemi ve ağlarının birlik ile entegrasyonudur ve bu çerçevede bir projeksiyonun sunulmasıdır. AB, ulaştırmada TRACECA gibi çok türlü alternatif çözümler üretmektedir. Bu proje kapsamında, Orta Asya’dan Avrupa’ya kadar geniş bir coğrafyanın ulaştırma ağlarının yenilenmesi ve iyileştirilmesi söz konusudur. Karadeniz ve Hazar Denizi odaklı projenin, Doğu Avrupa ülkelerinin Akdeniz’e entegrasyonu gibi amaçları da bulunmaktadır. Coğrafi olarak TRACECA’da etkin bir konumda olan Türkiye’nin gerçekleştirmekte olduğu yüksek hızlı demiryolu yatırımları bu projeden bağımsız düşünülmemektedir. Bununla beraber, tarihi ipek yolu üzerinde yeni demiryolu ağı projeksiyonları paralelinde de önemli bir konuma sahip olan ülkemiz, Asya’dan Avrupa’ya ya da Çin’den Londra’ya ulaştırma koridorları üzerinde stratejik bir geçişi meydana getirecek olan Marmaray yatırımını gerçekleştirmektedir. Marmaray, boğazın iki yakasını birbirine tüp tünelle bağlayan bir sistem olmaktan öte, kentiçi birçok hattın transfer merkezi olmasının yanı sıra, geniş bir uluslar arası ağın önemli bir parçası olan yüksek hızlı demiryolu hatlarımızın bağlandığı özel bir proje niteliğindedir. AB, TEN (Trans Europan Network) çerçevesinde bir demiryolu alt başlığı olarak TER’i (Trans Europan Railway) oluşturmuş olup birliğin yüksek hızlı demiryolu projeksiyonlarını ortaya koymuştur. TER dahilindeki on dokuz adet yüksek hızlı demiryolu ağı projesinden en öncelikli olanı PBKAL’dir. PBKAL, Paris (Fransa), Brüksel (Belçika), Köln (Almanya), Amsterdam (Hollanda) ve Londra’yı (İngiltere) birbirine bağlayan bir yüksek hızlı demiryolu projesidir. Bu hattın Amsterdam ayağı Londra’ya Manş Tüneli ile bağlanmakta olup AB’nin 200-300 km/sa aralığında hız yapılması planlanan nihai Avrupa Yüksek hızlı demiryolu Projesi’nin çok önemli bir etabını teşkil etmektedir. Uzun vadeli dönemlerde, Türkiye’nin bu projeye Viyana-Budapeşte-Belgrat-Sofya üzerinden bağlanması da planlar dahilindedir. AB’nin 2015 projeksiyonlarında toplamda 30.000 km’lik bir demiryolu ağı hedefi konulmuş olup bunun 19.000 km’sinin 250 km/sa’in üzerinde olması öngörülmektedir. Bu bağlamda, son kırk yıllık süreçte Fransa, Japonya, Almanya öncülüğünde ‘’daha üst düzey hizmet parametreleri ve altyapı standartlarına’’ sahip olan yüksek hızlı demiryolu yatırımlarına girişilmiş olup, son yıllarda İspanya ve Çin de oldukça ivmeli bir şekilde bu sürece dahil olmuş ve Fransa-Japonya ikilisiyle beraber sektörün öncüsü konumuna gelmiştir. Yüksek Hızlı Demiryolları; orta-uzun mesafelere kadar, havayollarına göre daha rekabetçi olup aynı yöredeki şehirlerarası yolculuklarda, hizmet parametreleri itibariyle idealdir ve günübirlik yolculuklara imkan vermektedir. Yüksek Hızlı Demiryolları (YHD) yöresel, ulusal ve bölgesel entegrasyona önemli bir itici güç olmakta ve ekonomik atılımlara el veren ‘’güvenli bir ulaştırma türü’’ olmaktadır. Japonya, Fransa, İspanya, Almanya ve Çin’in lideri olduğu sektörde, İtalya, Britanya, İsviçre, Rusya, Güney Kore ve Türkiye’de bulunmaktadır. Ülkemiz sektöre kayda değer bir giriş yapmış olup burada ‘’bütüncül bakış açısı, alabildiğine yeterli altyapının tesis edilmesi ve araç-altyapı malzemeleri başta olmak üzere yerli sanayinin kurulumu’’ önemlidir. Bununla beraber, çevreci bir ulaştırma türü olması, az yer kaplaması, yüksek kapasiteyle çalışıyor olması, alternatif enerji kullanımına çok daha açık olması da diğer artılarıdır. Özellikle ‘’alternatif enerji’’ konusu, küresel çapta olmakla beraber, ülkemiz ve bölgemiz için her geçen gün daha da önem kazanmaktadır. Ülkemiz yüksek hızlı demiryolu sektörüne hızlı bir giriş yapmış olup ilk olarak Ankara-İstanbul Yüksek hızlı demiryolu (YHD) hattının Ankara-Eskişehir etabı hizmete açılmıştır. Takibinde, arazi koşullarının elverişliliği sebebiyle Ankara-Konya YHD Hattı kısa sürede tamamlanarak hizmete açılmış, Ankara-Yozgat-Sivas-Erzincan YHD Hattı inşa çalışmalarında 2013 itibariyle Erzincan etabına geçilmiştir. Bu hat için Erzincan-Erzurum-Kars bağlantısı öngörülmekte olup diğer taraftan Konya-Eskişehir YHD Hattı’da 2013’te hizmete açılmıştır. Bununla beraber, Ankara-İstanbul YHD Hattı’ nın Eskişehir-İstanbul etabında inşa çalışmaları devam etmektedir. Ayrıca Konya üzerinden Adana-Mersin YHD bağlantısı ve Ankara-İzmir YHD Hattı’da planlanmaktadır. Bir diğer planlanan hat ise, İstanbul (Halkalı)-Bulgaristan YHD Hattı’dır. Bu tezde, yüksek hızlı demiryollarının ortaya çıkışı, gelişim süreci ve ulusal, bölgesel, uluslar arası politikaları ortaya konacaktır. YHD Hatlarının standardizasyonu ve tanımı; altyapı, hizmet parametreleri ve farklı ölçütlerle ortaya konulmaya çalışılacaktır. Küresel boyuttaki sektörel eğilimler, teknolojik gelişimler ve politik kararların değerlendirilmesiyle, bunların ülkemize yansımaları ile bu çerçevede ortaya konan bir teknik değerlendirme dahilinde öneriler sunulacaktır. Yüksek hızlı demiryolu türünde uzun yıllarla dayalı deneyimleri olan ülkeler ile sektöre yeni girmiş olup yaptıkları yatırımlarla sektörün öncüsü konumuna gelen ülkelerin geniş bir değerlendirmesi yapılacaktır. Ayrıca, sektörde bulunan bütün ülkelerin altyapı standartları, ağ gelişim süreçleri, uluslar arası demiryolu ağ bağlantıları, türler arası entegrasyonları, sundukları hizmet parametreleri ve benzeri koşullar detaylı bir değerlendirmeye tabi tutularak, birbirleriyle ve Türkiye ile karşılaştırmaları sunulacaktır. Bu bağlamda, karşılaştırmalarla edinilen çıkarımlar ortaya konacak ve küresel, bölgesel, yerel anlamda genel bir değerlendirme ortaya konacaktır. Genel değerlendirmeden hareketle, ülkemizin yüksek hızlı demiryolu sektöründe ki yatırım performansı, üretim kapasitesi, işletme koşulları ve benzeri kıstaslar altında bir profili çizilecek ve bu çerçevede projeksiyonlar ortaya konulmaya çalışılacaktır., Transportation has played a crucial role in societies’ development and been a cornerstone for technological improvements. In parallel with increment of transportation facilities, the relations and ties among various societies have been strenghtened and this has seriously affected humans’ common civilization. Nowadays, transportation has changed to be a very important branch of service sector and has a correlation with social, technical, economical, cultural and political parameters. During the 20th century, developments in the field of technology have led to vast need and for a variety of transportation modes. As for 21th century, effective utilization of each transportation mode and their integration in a high level has turned out to be a matter of paramount importance. For almost last four decades, in transportation systems, formation of a more environmental and balanced economic perception has gained remarkable value. United States of America, European Union, Japan, etc. have realized the importance of intermodal integration and balanced modal distribution in early stages and they have stipulated the policies having these important factors in mind. In September 2001, by regulation of White Paper by European Commission, expansion of transportation networks in the continental scale, their connections with neighborhood, increment of the share of railway in modal distribution, formation of more effective policies for freight transportation, and a rapid increment in high speed railway facilities from the point of modal, inter-regional and international integrations were encompassed in the policies. TINA report of EU in 2007 aims at development of expanding union from a perspective of multi-modal and integrated tranportation networks and formation of a sustainable mobility. Thus, provision of a free circulation of goods, services, and humans has been initiated by the report. Another specific aim of the mentioned report is to form an integrated transportation network and system between Turkey and EU countries from the integration process of Turkey-EU’s vantage point. Subsequently, presenting a projection is targeted. EU is dealing with establishment of multi-modal transportation alternatives such as TRACECA. In the scope of this project, enhancement of transportation networks of a vast geography from Central Asia to Europe is beeing considered. Beside being a Black Sea and Caspian Sea-focused project, integration of Eastern European countries to Mediterranean ones is regarded in the foundation of TRACECA project. Turkey’s investment in high speed railways (HSR) ties up with TRACECA project with regard to the country’s important location. In conjunction with the mentioned process, Turkey is situated in an important location on the historical Silk Road. A number of new railway projects are being deemed over the Silk Road extending from Asia to Europe (Beijing to London). It should be noticed that Marmaray Project in Istanbul will strategically form a transit between the mentioned cities. Marmaray Projet is a system to connect Asian and European sides of Istanbul by an immersed tube tunnel. Furthermore, it will be a transfer center for a number of transportation facilities in the city. In addition, the project is an important connection between Turkey’s high speed railways with international transportation networks. In the scope of TER (Trans European Railway), as a part of TEN (Trans European Network), EU has presented high speed railway projects of the Union. The pioneer project amongst the TER’s 19 high speed railway projects is PBKAL (Paris-Bruxelles-Cologne-Amsterdam-London). Amsterdam is connected to London by Manche Tunnel within this project where finally a 200-300 km/h speed is planned which is a very important part of the project. As for long-term planning, Turkey is being covered in this project from Vienna-Budhapest-Belgrad-Sofia line. EU’s 2015 projections include a total of 30.000 km raiway lines where 19.000 km of the project has a speed of more than 250km/h. In the period of last four decades, pioneered by France, Japan, and Germany, high-quality service parameters and infrastructure standard levels of high speed railway lines have gained remarkable value. In recent years, Spain and China have been included in this group with a high acceleration and have introduced themselves as pioneers of the sector beside France and Japan. HSRs are more competetive in comparison with airways for mid to long-distances trips. With regard to the service-related parameters of HSR for the inter-city trips in the same region, HSR is an ideal choice and paves the way for commuters to perform their travels. HSR is a vital component of the local, national and regional integration and provides an economic progress in transportation modes. Having considered Japan, France, Spain, Germany and China as the leadres of the sector, Italy, Britain, Switzerland, Russia, South Korea and Turkey are also included in this sector. Turkey has recently but remarkably invested in High Speed Railways. Besides, being an environmental friendly mode, less land occupancy, high capacity and compatibility with alternative energy utilization are some major advantages of HSR. In particular, compatibility with alternative energy utilization gains more value day after day in the global scale, especially in our country and the region. The first HSR facility in the country is Ankara-Istanbul line where Ankara-Eskişehir phase is open to public service. Subsequently, considering the proper land-related conditions of the region, Ankara-Konya HSR line was constructed in a short period. By 2013, construction of Erzincan phase of the Ankara-Yozgat-Sivas-Erzincan HSR line has been commenced. Continuing this line, Erzincan-Erzurum-Kars connection is planned. On the other hand, Konya-Eskişehir HSR line is giving service since 2013. At the moment, the remaining Eskişehir-Istanbul part of the Ankara-Istanbul HSR line is being constructed. Adana-Mersin HSR connection is also being planned based on the Konya HSR line. Other planned HSR lines are Ankara-Izmir and Istanbul (Halkali)-Bulgaria. This thesis aims at evaluating the HSR, its development process and national, regional and international policies. On the other hand, standardization and definition of HSR, infrastructure, service parameters and various critaria are being discussed. A technical evaluation of effects of global-scaled sectoral inclinations, technological progresses and political decisions are also important factors to be investigated in this study and suggestions and guidelines will be presented. A detailed evaluation of the HSR in the countries with strong background in this sector and those of recently being pioneer countries by remarkable investments in the sector will be conducted. On the other hand, infrastructure standards, network extension process, connection with international railway networks, intermodal integrations, service parameters and analogous conditions of the countries included in the sector will be analyzed in a detailed manner. A comparison of all these countries with Turkey will be done. In this scope, the results from comparisons will be presented and a general evaluation of global, regional and local developments will be proposed. Turkey’s HSR profile will be extracted based on investment performance, production capacity, operational conditions and similar limits and within this frame, projections will be offered and evaluated., Yüksek Lisans, M.Sc.

In this study, the benefit-cost analysis technique for projects evaluation is applied to determine the minimum level of demand that makes a high-speed rail project economically viable in Spain. To get this goal, it is necessary to take into account not only the costs and benefits of the high speed railway but also the analysis of the costs and benefits linked to other alternative transport modes, such as plane, private car or bus. The results show that the high-speed rail studied is socially profitable from a traffic volume of 6.5 million passengers and for a social discount rate of 4%. Given the benefits associated with network effects, which magnitude grows parallel to the extension of the high-speed network, this threshold could be significantly reduced in subsequent projects.

Desde las primeras estaciones decimonónicas, el ferrocarril ha incidido fuertemente en la configuración de las estructuras urbanas de las ciudades europeas. La llegada del tren de alta velocidad a las periferias ofrece una renovada posibilidad de incidencia en su tejido urbano, puesto que aparece en una coyuntura urbanística en la que los crecimientos difusos vacían de actividad la ciudad central, sin acabar de ofrecer soluciones a las necesidades de referentes urbanos y espacio social de sus habitantes. En este contexto, las nuevas estaciones periféricas pueden suponer una oportunidad en la consolidación de un renovado modelo de ciudad, aunque también una amenaza por su capacidad de atracción, que puede entrar en competencia con el ya debilitado centro urbano. El objetivo de este artículo es revisar la implicación que las nuevas estaciones de alta velocidad pueden jugar en la configuración de nuestras ciudades y, con ello, reivindicar la toma de decisiones de localización de la estación desde una perspectiva integradora, considerando su potencial como generador de ciudad., Since the first train stations appeared in the XIX century, the train has been shaping urban structures in European cities strongly. The arrival of High Speed Trains to the peripheries brings nowadays a new possibility to affect urban developments. It appears in a special urban conjuncture where the diffuse growth obstruct the central city activity. This new residential areas are not offering solutions to the needs of urban references and social space for the inhabitants. In this context, new stations may bring an opportunity to consolidate a renewed city model. Due to its capacity of attraction they can also be seen as a threat, and compete with the already debilitated urban centre. This article tries to review the roll that new HST stations can play in the configuration of our cities and, with it, vindicate their potential as urban activity attractors.