Järnvägen har möjliggjort boende och arbete på olika orter, genom tågpendling, samt intresset för godstransporter på järnvägen ökar. För att upprätthålla en god status på järnvägen behövs mycket pengar, samtidigt som dess tillgänglighet påverkar många människor. Detta gör det än mer angeläget med en robust järnvägsanläggning, med hög tillgänglighet samt en god punktlighet för både person- och godståg. Ett bättre planerat underhåll möjliggör en längre användbar livstid för samtliga komponenter i järnvägsanläggningen. Som anläggningsdel förorsakar spårväxlar den högsta kostnaden i en banöverbyggnad, med korsningar som ett av de mest frekventa komponentbytena. Idag är den användbara livstiden på fasta mangankorsningar för låg, ca 100 MBrt, då den förväntas vara mellan 100–500 MBrt. Detta ligger till grund för arbetet där syftet är att undersöka hur det förbyggande underhållet av fasta korsningar i spårväxlar bättre kan planeras, utföras och följas upp för att förlänga dess användbara livstid. Vidare är målet med examensarbetet att genom en nulägesanalys, som innefattar dagens erfarenheter, förslag till förbättrade arbetsmetoder och morgondagens informationsinhämtning, fastställa vilken information som kommer att krävas för att på ett bättre sätt planera underhållet, samt att fastställa vilka underhållsåtgärder som är nödvändiga för det förebyggande underhållet av fasta korsningar i spårväxlar. Baserat på detta utformas en underhållsplan med tillhörande LCC för fasta korsningar i spårväxlar. Vidare ska samtliga underhållsåtgärder i underhållsplanen vara planeringsbara minst 3 månader i förväg, och det är önskvärt att underhållsplanen ska sträcka sig 36 månader framåt. Initialt utförs en nulägesanalys och arbetet fortsätter med förslag på förbättrade arbetsmetoder. Båda i avseende hur och när underhåll utförs på fasta mangankorsningar idag ute i anläggningen. Avslutningsvis presenteras en underhållsplan med intervall samt de resurser som krävs för de underhållsåtgärder som ska utföras. Dessa åtgärder är byte av korsning, inslipning, slipning, påsvets, spårriktning/stoppning, shimsning av moträl, byte av korkgummi samt ballastrening. Tillhörande till underhållsplanen utformas en kalkyl för livscykelkostnad, LCC, där arbete efter nuläge samt arbete efter underhållsplan jämförs. Resultatet från arbetet visar att samtliga entreprenörer anser att brist på tid i spår är en starkt bidragande faktor till att fasta korsningar byts. Detta tillsammans med att rätt förebyggande underhållsåtgärder som inslipning och förebyggande slipning för att upprätthålla profil, samt kontroll av spårläge och åtgärd vid behov inte görs. Vidare utför entreprenören ingen uppföljning av utförda underhållsåtgärder, utan beslut om underhållsåtgärder baseras till stor del på säkerhets- och underhållsbesiktningar. Detta medför att de arbetar mest avhjälpande, med åtgärd av besiktningsanmärkning. Dock för växelrevision och systematiskt växelunderhåll är erfarenhet, god lokalkännedom och god kännedom om anläggningen den avsevärt största informationskällan för entreprenören idag. Infrastrukturägaren utför även en viss leveransuppföljning, dock inte i tillräcklig utsträckning för att säkerställa att de får det som beställts. Registrering av samtliga förebyggande underhållsåtgärder bör förbättra och förenkla infrastrukturägarens uppföljning. Vidare för att möjliggöra en mer strategisk underhållsplanering behövs metoder för tillståndsbaserat underhåll tas fram, i syfte att få en bättre uppfattning om degradering av profilen för en fast mangankorsning. Till detta krävs automatiska maskinella mätningar, vilket gör mätningar reproducerbara och mätdata går att trenda. Slutligen den bristfälliga återrapporteringen av förebyggande underhållsåtgärder i kombination med entreprenörens hemlighållande av exakt underhållskostnad, resulterar i att underhållskostnaden för korsningar inte kan redovisas på en aggregerad och individuell nivå. / The railroad has made it possible for housing and work at various locations, by rail lanes, and the interest in rail freight transport is increasing. To maintain good status on the railroad, a lot of money is needed, while its availability affects many people. This makes it even more important with a robust railway facility, with high availability and good punctuality for both passenger and freight trains. Better planned maintenance enables longer useful life for all components of the railway facility. As part of the plant do railway S&C cause the highest cost in a track superstructure, with crossings as the most frequent component changes. Today, the useful life of fixed manganese crossings is too low, about 100 MBrt, since the expectancy is between 100 -500 MBrt. This is the basis for the work, where the purpose is to investigate how the preventive maintenance of fixed crossings in S&C can be better planned, performed and followed up to extend its useful life. Furthermore, the aim of the thesis work is to determine, through a current situation analysis, which includes current experiences, proposals for improved working methods and tomorrow's information gathering, which information will be required to better plan maintenance, and to determine which maintenance measures are necessary for the preventive maintenance of fixed crossings in S&C. Based on this, a maintenance plan with associated LCC is designed for fixed crossings in S&C. Furthermore, all maintenance measures in the maintenance plan must be planned at least 3 months in advance, and it is desirable that the maintenance plan should extend 36 months ahead. Initially, a zero-position analysis is performed, and work continues with suggestions for improved working methods. Both in terms of how and when maintenance is carried out on fixed crossings today outside in the railway facility. Finally, a maintenance plan is presented with intervals and the resources required for the maintenance actions to be performed. These actions include change of crossing, grinding in, grinding, welding, track direction/padding, shimming guardrail, changing of corkrubber and ballast cleaning. Compliance with the maintenance plan is a life cycle cost calculation, LCC, comparing work according to zero-position and work according to maintenance plan. The results from the work show that all entrepreneurs believe that lack of time in the track is a strong contributing factor to changing fixed crossings. This, along with proper preventive maintenance measures such as grinding in and preventive grinding to maintain profile, as well as verify track position and action when needed are not done. In addition, the contractor does not perform any follow-up on performed maintenance work, maintenance decisions are based largely on safety and maintenance inspections. This means that they work most correctively, with the action of inspection note. However, for exchange audit and systematic gear maintenance, experience, good local knowledge and good knowledge of the plant is the most important source of information for the entrepreneur today. The infrastructure owner also performs a certain delivery follow-up, but not sufficiently to ensure that they get what is ordered. Registration of all preventive maintenance measures should improve and simplify the infrastructure owner's follow-up. In addition, to enable more strategic maintenance planning, condition-based maintenance methods are required, with a view to gaining a better perception of degradation of the profile of a fixed manganese crossing. In addition, automatic machine measurements are required, which makes measurements reproducible and measurement data can be trend. Finally, the inadequate reporting of preventive maintenance measures in combination with the contractor's secrecy of exact maintenance costs, results in the maintenance cost for crossings not being reported at an aggregated and individual level.

Switches, which are critical components of the Swedish railway, have a neglected maintenance cost that is three times as high as their current annual maintenance cost. Between 2017 and 2018, switches’ reported faults increased by 38 % and about one-third of them caused delays on the regular railway traffic. The purpose of this master thesis is to present recommendations of how condition-based maintenance could reduce the occurrence of faults in railway switches that affects the regular railway traffic. Condition-based maintenance is a cost-effective strategy designed to monitor and plan maintenance according to the condition of a device and is suitable for remote-controlled monitoring. To fulfill the purpose the thesis was divided into three milestones that were accomplished by applying the problem-solving method DMAIC (Define, Measure, Analyse, Improve and Control). The first milestone included the Define and Measure steps and aimed to investigate which fault caused the largest number of delay minutes per fault. Different categories of causes that affects the railway traffic were analysed. Among them, Material-weakening/Aging and Broken component resulted in many faults and delay minutes. The faults were sorted into groups at component level. Faults caused by Gearbox were identified as those causing the largest delays in the railway traffic. The result from the first milestone with the Define and Measure steps were then used for the second milestone. The second milestone included the Analyse step where it was investigated if the identified faults in Gearbox could be foreseen. This investigation was first conducted through the analysis of alarms recorded in one of Trafikverket’s databases. A graphical analysis of the data showed that no relationship could be identified between the faults in Gearbox and the recorded alarms of the database. Then, it was investigated if faults in Gearbox could be foreseen using statistical process control charts based on switching time. Statistical process control monitors a process using real time data. However, in this thesis we used historical data from 2018 to perform our analysis. The available data had deficiencies in quality due to truncation of the switching time. The truncation meant that the decimals were removed. The control charts issued out-of-control situations where the existing database did not record any alarm. Moreover, data on the switching time of several switches showed significant autocorrelation that affects the calculation of the control limits. However, the results appeared complex to interpret most likely because of the truncation and the autocorrelation of the data. A further graphical analysis of the switching time and the mean of the switching time indicated that 69 % of the switches had a probable relationship between faults in Gearbox and switching time. The third milestone included the Improve and Control steps and provided recommendations of how to reduce the occurrence of faults in switches. The analysis conducted in the previous milestones led to the following recommendations: Increase measurement accuracy when measuring switching time, Establish control charts for the switching time based on statistical process control and explain potential causes of the observed autocorrelation, and Improve reporting procedures of faults in the database. / Spårväxlar, som är en kritisk komponent på den svenska järnvägen, har ett eftersatt underhållsbehov som motsvarar en kostnad som är tre gånger större än den årliga underhållskostnaden. Från 2017 till 2018 ökade rapporteringen av funktionsfel i spårväxlar med 38 % och ungefär en tredjedel av funktionsfelen var tågstörande fel som orsakar merförseningar i tågtrafiken. Syftet med examensarbetet är att presentera rekommendationer för hur uppkomsten av tågstörande fel i spårväxlar kan reduceras genom tillståndsbaserat underhåll. Tillståndsbaserat underhåll är en kostnadseffektiv strategi som ämnar att övervaka och planera underhållsåtgärder efter tillståndet i enheten och är lämplig vid fjärrstyrd övervakning. För att uppfylla examensarbetets syfte delades projektet upp i tre delmål som besvarades genom tillämpning av problemlösningsmetoden DMAIC (Define, Measure, Analyse, Improve och Control). Det första delmålet innefattade stegen Define och Measure och ämnade undersöka vilket funktionsfel som orsakat flest antal merförseningsminuter per fel. Orsakskategorier till tågstörande fel analyserades där Materialutmattning/Åldrande samt Komponent trasig hade ett stort antal tågstörande fel och merförseningsminuter. Orsakskategorierna bröts ner till komponentnivå varav funktionsfel i Växellåda identifierades att orsaka flest antal merförseningsminuter per fel. Resultatet från Delmål 1 samt de två stegen Define och Measure användes därefter till Delmål 2. Det andra delmålet innefattade steget Analyse och ämnade att undersöka om det identifierade funktionsfelet i Växellåda kunde förutspås. Detta undersöktes genom larm från en av Trafikverkets befintliga databaser. Utifrån en grafisk analys av larmen kunde inget samband identifieras mellan funktionsfelet i Växellåda och larm från databasen. Därför undersöktes istället om funktionsfel i Växellåda kunde förutspås genom styrdiagram baserat på omläggningstid. Statistisk processtyrning är lämpligt vid övervakning av processer i realtid, men i detta examensarbetes analys användes historisk data från 2018. Den tillgängliga data hade brister i kvalitet till följd av trunkering av omläggningstiden. Trunkeringen innebar att decimalerna har avlägsnats. I styrdiagrammen påvisades larm där den befintliga databasen inte innehöll larm. Dessutom påvisade data på omläggningstiden från flera spårväxlar signifikant autokorrelation vilket påverkar beräkning av styrgränserna. Resultatet var således svårt att tolka på grund av trunkering och autokorrelerade data. Grafisk analys av omläggningstider och medelvärdet av omläggningstiderna indikerade att 69 % av spårväxlarna hade ett troligt samband mellan funktionsfel i Växellåda och omläggningstiden. Det tredje delmålet innefattade stegen Improve och Control och ämnade att upprätta rekommendationer för hur uppkomsten av funktionsfel i spårväxlar kan reduceras. Analysen i föregående delmål resulterade i följande rekommendationer:       • Öka mätnoggrannheten vid mätning av omläggningstid,       • Upprätta styrdiagram för omläggningstiden utifrån statistisk processtyrning och identifiera orsaken till autokorrelerade data, och       • Förbättra inrapportering av funktionsfel.

Esta pesquisa nasce do encontro do olhar-expedicionário, sempre curioso e disposto a relacionar arte e ciência, com a Paragem das Conchas - nome atribuído à primeira sesmaria do Rio Grande do Sul, que corresponde hoje a um conjunto de municípios, dentre os quais, está Osório – lugar onde se desenvolvem as incursões aqui analisadas, entre os anos de 2012 e 2016. As experiências começam no ateliê, que funciona como um jardim onde se cultiva a linguagem do desenho, até que este lugar de produção de imagens abre-se e passa a ser compreendido como um observatório da natureza, fundindo-se, ao final, com a própria floresta. A principal pergunta que surge daí é: como se dá essa relação entre o ver e o conhecer a partir das experiências fenomenológicas com a paisagem que o meu trabalho artístico (obras em desenho, poesia, fotografia, objetos e instalação) proporciona? As rotas e o instrumental utilizados para as observações foram sendo redefinidos no próprio andar, como se fosse um Caminho de Peabiru, esse conjunto de trilhas indígenas cultivadas pelos Incas, que ligavam o Oceano Pacífico ao Atlântico. No andamento, foi preciso desaprender a ver o que eu pensava saber e aprender a ver o que não sabia que existia. O conjunto de trabalhos aqui apresentados forma um atlas onde procuro transmutar essas vivências por meio da linguagem poética. A narrativa divide a expedição em três momentos: Estudos sobre a terra | Estudos sobre a água | Estudos sobre o vento. A ação de expedir é interpretada em seu sentido literal de “liberar os pés das cadeias”. A pesquisa está dividida em dois volumes. No TOMO I apresento um percurso teórico em que o sol metaforiza, inicialmente, a relação entre o ver e o conhecer e, passo a passo, vai sendo eclipsado pela imagem da fogueira, que provoca uma queima de arquivo em que é necessário transmutar as memórias. O TOMO II é um livro de artista concebido a partir das travessias por TERRA (“Inventário de Fauna e Flora” e “Herbarium”), ÁGUA (“Travessia de Beija-Flor por águas doces”) e AR (“Tipologia do Mar – Escala Beaufort” e “Tipologia das nuvens – L. Howard”). / This research was created from the meeting of the expeditionary perspective, always curious and open to connect art and science, and Paragem das Conchas - the name given to the first sesmaria in Rio Grande do Sul - which today corresponds to a few different cities, amongst them Osório - the chosen spot for this expedition, which took place between 2012 and 2016. The experiences begin in the studio, which acts as a garden to cultivate the drawing language, till this image-production site opens up to be acknowledged as a nature observatory, ultimately merging with the forest itself. The main question that arises from that is: how does the relationship between seeing and knowing from phenomenological experiences in the landscape that my artistic work (drawing, poetry, photography, objects and art installation) provides me presents itself? The routes and instruments used in the observational trips were redefined while they were happening, such as in Caminho de Peabiru, the indigenous trails created by the Incas connecting the Pacific Ocean to the Atlantic. As the project went on, I had to unlearn how to see what I thought I knew and learn how to see what I did not know existed. The body of work presented here forms an atlas where I seek to transmute those experiences into a poetic narrative. The expedition was divided between three installments: Studies of the earth | Studies of the water | Studies of the wind. “Expedition” is interpreted here in a literal sense, that of “freeing the feet from the chains.” The research is divided in two volumes. In TOME I the theoretical path is presented, initially, in a way in which the sun acts as a metaphor of the relationship between seeing and knowing and, gradually, is eclipsed by the image of the bonfire, which leads to an indispensable documentation burning in order to transmute memories. TOME II is an artistic book created from crossings through land (“Inventário de Fauna e Flora” and “Herbarium”), water (“Travessia de Beija-Flor por águas doces”) and air (“Tipologia do Mar – Escala Beaufort” and “Tipologia das nuvens – L. Howard”).

Constituant une synthèse documentaire manquant jusqu’ici pour l’Auvergne, cette étude propose de s’intéresser à la matérialité des routes antiques et à leur niveau d’équipement au sein de deux territoires de Gaule centrale, les cités arverne et vellave, situées dans la partie montagneuse du Massif central. En prenant en compte l’ensemble de la documentation historique, épigraphique et archéologique disponible, cette recherche vise à établir la diversité structurelle des infrastructures routières, leurs caractéristiques techniques et géométriques ainsi que leur équipement (bornes routières, ouvrages de franchissement de cours d’eau, établissements d’accueil). L’aménagement du réseau routier est appréhendé à travers trois approches : technique, chronologique et hiérarchique. L’analyse des contraintes et des ressources environnementales, qu’elles soient topographiques, hydrographiques ou géologiques, met en évidence de nombreuses solutions techniques. La dimension chronologique et hiérarchique permet quant à elle de caractériser la variabilité et les constantes d’aménagement du réseau en fonction de l’échelle territoriale des axes (long, moyen et petit parcours), de leur période de construction et de leurs maîtres d’œuvre. / Establishing a documentary synthesis missing until now for Auvergne, this study focus in themateriality of the antique roads and in their level of equipment within two territories ofcentral Gaul, arverne and vellave cities, situated in the mountainous part of Massif Central.By taking into account the whole available historic, epigraphic and archaeologicaldocumentation, this research aims at establishing the structural diversity of the roadinfrastructures, their technical and geometrical characteristics as well as their equipment(boundary stones, works of crossing of streams, accommodations). The planning of the roadnetwork is study through three approaches : technical, chronological and hierarchical. The analysis of the constraints and the environmental resources, whether they are topographic,hydrographic or geological, highlights numerous technical solutions. The chronological andhierarchical dimension allows comprehending of the variability and the constants ofplanning of the network according to the territorial scale of axes (long, average and smallroute), their period of construction and their project managers.

Les travaux présentés dans ce mémoire s’inscrivent dans le cadre duprojet PANsafer (Vers un Passage A Niveau plus sûr), lauréat de l’appel ANR-VTT2008. Ce projet est labellisé par les deux pôles de compétitivité i-Trans et Véhiculedu Futur. Le travail de la thèse est mené conjointement par le laboratoire IRTESSETde l’UTBM et le laboratoire LEOST de l’IFSTTAR.L’objectif de cette thèse est de développer un système de perception permettantl’interprétation de scénarios dans l’environnement d’un passage à niveau. Il s’agitd’évaluer des situations potentiellement dangereuses par l’analyse spatio-temporelledes objets présents autour du passage à niveau.Pour atteindre cet objectif, le travail est décomposé en trois étapes principales. Lapremière étape est consacrée à la mise en place d’une architecture spatiale des capteursvidéo permettant de couvrir de manière optimale l’environnement du passageà niveau. Cette étape est mise en oeuvre dans le cadre du développement d’unsimulateur d’aide à la sécurité aux passages à niveau en utilisant un système deperception multi-vues. Dans ce cadre, nous avons proposé une méthode d’optimisationpermettant de déterminer automatiquement la position et l’orientation descaméras par rapport à l’environnement à percevoir.La deuxième étape consisteà développer une méthode robuste de suivi d’objets enmouvement à partir d’une séquence d’images. Dans un premier temps, nous avonsproposé une technique permettant la détection et la séparation des objets. Le processusde suivi est ensuite mis en oeuvre par le calcul et la rectification du flotoptique grâce respectivement à un modèle gaussien et un modèle de filtre de Kalman.La dernière étape est destinée à l’analyse des trajectoires 2D reconstruites parl’étape précédente pour l’interprétation de scénarios. Cette analyse commence parune modélisation markovienne des trajectoires 2D. Un système de décision à basede théorie de l’évidence est ensuite proposé pour l’évaluation de scénarios, aprèsavoir modélisé les sources de danger.L’approche proposée a été testée et évaluée avec des données issues de campagnesexpérimentales effectuées sur site réel d’un passage à niveau mis à disposition parRFF. / The main objective of this thesis is to develop a system for monitoringthe close environment of a level crossing. It aims to develop a perception systemallowing the detection and the evaluation of dangerous situations around a levelcrossing.To achieve this goal, the overall problem of this work has been broken down intothree main stages. In the first stage, we propose a method for optimizing automaticallythe location of video sensors in order to cover optimally a level crossingenvironment. This stage addresses the problem of cameras positioning and orientationin order to view optimally monitored scenes.The second stage aims to implement a method for objects tracking within a surveillancezone. It consists first on developing robust algorithms for detecting and separatingmoving objects around level crossing. The second part of this stage consistsin performing object tracking using a Gaussian propagation optical flow based modeland Kalman filtering.On the basis of the previous steps, the last stage is concerned to present a newmodel to evaluate and recognize potential dangerous situations in a level crossingenvironment. This danger evaluation method is built using Hidden Markov Modeland credibility model.Finally, synthetics and real data are used to test the effectiveness and the robustnessof the proposed algorithms and the whole approach by considering various scenarioswithin several situations.This work is developed within the framework of PANsafer project (Towards a saferlevel crossing), supported by the ANR-VTT program (2008) of the French NationalAgency of Research. This project is also labelled by Pôles de compétitivité "i-Trans"and "Véhicule du Futur". All the work, presented in this thesis, has been conductedjointly within IRTES-SET laboratory from UTBM and LEOST laboratory fromIFSTTAR.

Cette thèse porte sur le recalage de signaux à partir de l'alignement de leurs landmarks, pour la comparaison d'ensembles de courbes ou d'images. Après une revue des techniques de recalage qui existent dans la littérature, une approche nonparamétrique est proposée pour estimer les landmarks d'une fonction 1D bruitée à partir des lignes de maxima d'ondelettes et de zero-crossings de sa transformée continue en ondelettes. Un nouvel outil, l'intensité structurelle, est introduit pour représenter les positions des points caractéristiques d'une courbe sous forme d'une densité de probabilité. Cette méthode conduit à une nouvelle technique de mise en correspondance automatique des landmarks de deux fonctions. L'approche envisagée dans le cas 1D est étendue au cas 2D en utilisant des décompositions en wedgelets/platelets pour détecter les contours d'une image. De nombreuses simulations et des problèmes réels d'analyse de variance fonctionnelle servent d'illustration des méthodes proposées.

La sécurité des personnes et des équipements est un élément capital dans le domaine des transports routiers et ferroviaires. Depuis quelques années, les Passages à Niveau (PN) ont fait l’objet de davantage d'attention afin d'accroître la sécurité des usagers sur cette portion route/rail considérée comme dangereuse. Nous proposons dans cette thèse un système de vision stéréoscopique pour la détection automatique des situations dangereuses. Un tel système permet la détection et la localisation d'obstacles sur ou autour du PN. Le système de vision proposé est composé de deux caméras supervisant la zone de croisement. Nous avons développé des algorithmes permettant à la fois la détection d'objets, tels que des piétons ou des véhicules, et la localisation 3D de ces derniers. L'algorithme de détection d'obstacles se base sur l'Analyse en Composantes Indépendantes et la propagation de croyance spatio-temporelle. L'algorithme de localisation tridimensionnelle exploite les avantages des méthodes locales et globales, et est composé de trois étapes : la première consiste à estimer une carte de disparité à partir d'une fonction de vraisemblance basée sur les méthodes locales. La deuxième étape permet d'identifier les pixels bien mis en correspondance ayant des mesures de confiances élevées. Ce sous-ensemble de pixels est le point de départ de la troisième étape qui consiste à ré-estimer les disparités du reste des pixels par propagation de croyance sélective. Le mouvement est introduit comme une contrainte dans l'algorithme de localisation 3D permettant l'amélioration de la précision de localisation et l'accélération du temps de traitement. / Within the past years, railways undertakings became interested in the assessment of Level Crossings (LC) safety. We propose in this thesis an Automatic Video-Surveillance system (AVS) at LC for an automatic detection of specific events. The system allows automatically detecting and 3D localizing the presence of one or more obstacles which are motionless at the level crossing. Our research aims at developing an AVS using the passive stereo vision principles. The proposed imaging system uses two cameras to detect and localize any kind of object lying on a railway level crossing. The cameras are placed so that the dangerous zones are well (fully) monitored. The system supervises and estimates automatically the critical situations by detecting objects in the hazardous zone defined as the crossing zone of a railway line by a road or path. The AVS system is used to monitor dynamic scenes where interactions take place among objects of interest (people or vehicles). After a classical image grabbing and digitizing step, the processing is composed of the two following modules: moving and stationary objects detection and 3-D localization. The developed stereo matching algorithm stems from an inference principle based on belief propagation and energy minimization. It takes into account the advantages of local methods for reducing the complexity of the inference step achieved by the belief propagation technique which leads to an improvement in the quality of results. The motion detection module is considered as a constraint which allows improving and speeding up the 3D localization algorithm.

Le nombre des collisions avec des piétons aux passages à niveau restant stable dans les dernières années, c’est un problème majeur au niveau international. Suite à la revue étendue de la littérature, des lacunes scientifiques importantes liées à l’étude du comportement du piéton ont été identifiées. L’objectif principal de ce programme de recherche était de contribuer à mieux comprendre le comportement du piéton aux passages à niveau actifs en Australie, où malgré la mise en place des protections renforcées pour les piétons, le nombre de collisions reste plus important que sur les autres types de passages à niveau. Trois études ont été réalisées pour répondre aux trois buts de recherche que nous nous proposons d'examiner dans le cadre de ce programme. La première étape de recherche qui est exploratoire a été réalisée dans le cadre des études 1 et 2 dont les conclusions ont permis d'identifier les facteurs influençant la prise de décision aux passages à niveau. A la fin de cette étape un nouveau modèle systémique a été développé pour servir d’instrument à l’analyse du comportement du piéton, influencé par des facteurs de tous les niveaux du système. Dans la deuxième étape empirique de recherche, nous avons mené l’étude 3 pour examiner l’impact de facteurs clés sur les comportements à risque dans différentes situations à risque de traversée des piétons. L’articulation des trois études est une illustration des bénéfices associés avec l’utilisation à la fois des méthodes systémiques et traditionnelles, résultant des contributions théoriques et pratiques importantes. / Level crossing collisions with pedestrians are a major issue worldwide and in Australia, where their number remains stable in recent years. An extended review of the literature highlighted a number of important scientific gaps in current knowledge on the factors shaping specifically pedestrian behaviour. The main objective of this research program was to contribute to the better understanding of pedestrian behaviour at active level crossings in Austalia, where a larger number of collisions are reported despite the reinforced safety measures in place. Three research aims were formulated and supported the development of three studies.Study 1 and 2 were part of the first explorative stage of research and informed on the main factors shaping crossing decisions of pedestrians. At the end of this stage a new systems-based framework was developed as a tool for the analysis of pedestrian behaviour as influenced by factors across all system levels. Study 3, part of the empirical stage of research, examined in depth the influence of key precursors of unsafe behaviour across different crossing situations. The articulation of the three studies demonstrates the benefits of using systems-based and traditional individual-centred methods in a complementary manner resulting in important theoretical and practical contributions.

Esta pesquisa nasce do encontro do olhar-expedicionário, sempre curioso e disposto a relacionar arte e ciência, com a Paragem das Conchas - nome atribuído à primeira sesmaria do Rio Grande do Sul, que corresponde hoje a um conjunto de municípios, dentre os quais, está Osório – lugar onde se desenvolvem as incursões aqui analisadas, entre os anos de 2012 e 2016. As experiências começam no ateliê, que funciona como um jardim onde se cultiva a linguagem do desenho, até que este lugar de produção de imagens abre-se e passa a ser compreendido como um observatório da natureza, fundindo-se, ao final, com a própria floresta. A principal pergunta que surge daí é: como se dá essa relação entre o ver e o conhecer a partir das experiências fenomenológicas com a paisagem que o meu trabalho artístico (obras em desenho, poesia, fotografia, objetos e instalação) proporciona? As rotas e o instrumental utilizados para as observações foram sendo redefinidos no próprio andar, como se fosse um Caminho de Peabiru, esse conjunto de trilhas indígenas cultivadas pelos Incas, que ligavam o Oceano Pacífico ao Atlântico. No andamento, foi preciso desaprender a ver o que eu pensava saber e aprender a ver o que não sabia que existia. O conjunto de trabalhos aqui apresentados forma um atlas onde procuro transmutar essas vivências por meio da linguagem poética. A narrativa divide a expedição em três momentos: Estudos sobre a terra | Estudos sobre a água | Estudos sobre o vento. A ação de expedir é interpretada em seu sentido literal de “liberar os pés das cadeias”. A pesquisa está dividida em dois volumes. No TOMO I apresento um percurso teórico em que o sol metaforiza, inicialmente, a relação entre o ver e o conhecer e, passo a passo, vai sendo eclipsado pela imagem da fogueira, que provoca uma queima de arquivo em que é necessário transmutar as memórias. O TOMO II é um livro de artista concebido a partir das travessias por TERRA (“Inventário de Fauna e Flora” e “Herbarium”), ÁGUA (“Travessia de Beija-Flor por águas doces”) e AR (“Tipologia do Mar – Escala Beaufort” e “Tipologia das nuvens – L. Howard”). / This research was created from the meeting of the expeditionary perspective, always curious and open to connect art and science, and Paragem das Conchas - the name given to the first sesmaria in Rio Grande do Sul - which today corresponds to a few different cities, amongst them Osório - the chosen spot for this expedition, which took place between 2012 and 2016. The experiences begin in the studio, which acts as a garden to cultivate the drawing language, till this image-production site opens up to be acknowledged as a nature observatory, ultimately merging with the forest itself. The main question that arises from that is: how does the relationship between seeing and knowing from phenomenological experiences in the landscape that my artistic work (drawing, poetry, photography, objects and art installation) provides me presents itself? The routes and instruments used in the observational trips were redefined while they were happening, such as in Caminho de Peabiru, the indigenous trails created by the Incas connecting the Pacific Ocean to the Atlantic. As the project went on, I had to unlearn how to see what I thought I knew and learn how to see what I did not know existed. The body of work presented here forms an atlas where I seek to transmute those experiences into a poetic narrative. The expedition was divided between three installments: Studies of the earth | Studies of the water | Studies of the wind. “Expedition” is interpreted here in a literal sense, that of “freeing the feet from the chains.” The research is divided in two volumes. In TOME I the theoretical path is presented, initially, in a way in which the sun acts as a metaphor of the relationship between seeing and knowing and, gradually, is eclipsed by the image of the bonfire, which leads to an indispensable documentation burning in order to transmute memories. TOME II is an artistic book created from crossings through land (“Inventário de Fauna e Flora” and “Herbarium”), water (“Travessia de Beija-Flor por águas doces”) and air (“Tipologia do Mar – Escala Beaufort” and “Tipologia das nuvens – L. Howard”).

Esta pesquisa nasce do encontro do olhar-expedicionário, sempre curioso e disposto a relacionar arte e ciência, com a Paragem das Conchas - nome atribuído à primeira sesmaria do Rio Grande do Sul, que corresponde hoje a um conjunto de municípios, dentre os quais, está Osório – lugar onde se desenvolvem as incursões aqui analisadas, entre os anos de 2012 e 2016. As experiências começam no ateliê, que funciona como um jardim onde se cultiva a linguagem do desenho, até que este lugar de produção de imagens abre-se e passa a ser compreendido como um observatório da natureza, fundindo-se, ao final, com a própria floresta. A principal pergunta que surge daí é: como se dá essa relação entre o ver e o conhecer a partir das experiências fenomenológicas com a paisagem que o meu trabalho artístico (obras em desenho, poesia, fotografia, objetos e instalação) proporciona? As rotas e o instrumental utilizados para as observações foram sendo redefinidos no próprio andar, como se fosse um Caminho de Peabiru, esse conjunto de trilhas indígenas cultivadas pelos Incas, que ligavam o Oceano Pacífico ao Atlântico. No andamento, foi preciso desaprender a ver o que eu pensava saber e aprender a ver o que não sabia que existia. O conjunto de trabalhos aqui apresentados forma um atlas onde procuro transmutar essas vivências por meio da linguagem poética. A narrativa divide a expedição em três momentos: Estudos sobre a terra | Estudos sobre a água | Estudos sobre o vento. A ação de expedir é interpretada em seu sentido literal de “liberar os pés das cadeias”. A pesquisa está dividida em dois volumes. No TOMO I apresento um percurso teórico em que o sol metaforiza, inicialmente, a relação entre o ver e o conhecer e, passo a passo, vai sendo eclipsado pela imagem da fogueira, que provoca uma queima de arquivo em que é necessário transmutar as memórias. O TOMO II é um livro de artista concebido a partir das travessias por TERRA (“Inventário de Fauna e Flora” e “Herbarium”), ÁGUA (“Travessia de Beija-Flor por águas doces”) e AR (“Tipologia do Mar – Escala Beaufort” e “Tipologia das nuvens – L. Howard”). / This research was created from the meeting of the expeditionary perspective, always curious and open to connect art and science, and Paragem das Conchas - the name given to the first sesmaria in Rio Grande do Sul - which today corresponds to a few different cities, amongst them Osório - the chosen spot for this expedition, which took place between 2012 and 2016. The experiences begin in the studio, which acts as a garden to cultivate the drawing language, till this image-production site opens up to be acknowledged as a nature observatory, ultimately merging with the forest itself. The main question that arises from that is: how does the relationship between seeing and knowing from phenomenological experiences in the landscape that my artistic work (drawing, poetry, photography, objects and art installation) provides me presents itself? The routes and instruments used in the observational trips were redefined while they were happening, such as in Caminho de Peabiru, the indigenous trails created by the Incas connecting the Pacific Ocean to the Atlantic. As the project went on, I had to unlearn how to see what I thought I knew and learn how to see what I did not know existed. The body of work presented here forms an atlas where I seek to transmute those experiences into a poetic narrative. The expedition was divided between three installments: Studies of the earth | Studies of the water | Studies of the wind. “Expedition” is interpreted here in a literal sense, that of “freeing the feet from the chains.” The research is divided in two volumes. In TOME I the theoretical path is presented, initially, in a way in which the sun acts as a metaphor of the relationship between seeing and knowing and, gradually, is eclipsed by the image of the bonfire, which leads to an indispensable documentation burning in order to transmute memories. TOME II is an artistic book created from crossings through land (“Inventário de Fauna e Flora” and “Herbarium”), water (“Travessia de Beija-Flor por águas doces”) and air (“Tipologia do Mar – Escala Beaufort” and “Tipologia das nuvens – L. Howard”).