Modelos de simulação usados para representar uma malha ferroviária com a circulação de trens percorrendo nela um ciclo fechado, estão sujeitos a diversas interferências. Essas interferências são representadas pela circulação de outros trens, bem como pelas filas que são formadas junto aos terminas de carga e descarga, que alteram a programação inicialmente idealizada. A validação desses modelos de simulação é prejudicada por essas interferências, e a busca por um correto procedimento de validação deve ter como base o adequado direcionamento e alocação dos trens. A carência de estudos sobre a validação de simulações aplicadas a sistemas ferroviários, que considerem a característica especifica de trens de ciclo e as interferências citadas, possibilitou a elaboração desta tese, a qual sinaliza que o desenvolvimento de algoritmos que representam o processo de movimentação dos trens em nível de detalhe suficiente, e a adoção de um método de direcionamento adequado, permitem a validação do modelo para esse tipo de sistema. Das três alternativas avaliadas para representar o direcionamento: escolha aleatória entre diversos pontos de carregamento para atender um destino final ou realizado por rotina com a mesma finalidade inserida no próprio simulador, e por modelo otimizador acessado externamente pelo simulador, foi selecionada a segunda opção por permitir uma validação do modelo mais próxima da realidade e realizar experimentos com menor tempo computacional. Uma vez programado o modelo de simulação com o direcionamento de trens escolhido, foi possível conduzir experimentos para medir a sensibilidade com relação as principais variáveis que permitem o dimensionamento de sistemas ferroviários brasileiros. / The rail network simulation models considering trains on closed loop may have many disturbances. These disturbances are caused by the railnet traffic, or queues at the load/unload stations, that changes the movement previously planned. The validation of these simulation models can be problematic because of these disturbances, and the search for the right validation procedure must count with a good train destination choosing process. The lack of studies about the validation of simulations applied to rail networks, considering the specific features of the closed loop trains and the disturbances, have leaded this thesis development, which proves that the development of algorithms that represent the movement process of the trains under sufficient detailing level, and the adoption of a correct destination choosing process, reaches the model validation. From the three options evaluated to represent this destination choosing procedure: random choosing between many loading points to one unloading point, or an internal model routine to do this same task, or an external optimization model called from the simulation model, was choosen the second option, because it validates the model and runs the simulation experiment faster. Once prepared the model with the destination choosing process selected, was possible to conduct experiments to measure the model sensitivity to the main parameters at the design of brazilian rail networks.

Orientador: Ricardo Abid Castillo / Dissertação (mestrado) - Universidade Estadual de Campinas, Instituto de Geociencias / Made available in DSpace on 2018-08-05T19:39:46Z (GMT). No. of bitstreams: 1 Vencovsky_VitorPires_M.pdf: 3176699 bytes, checksum: 9a6a0feff19056f2ac24f1f341147639 (MD5) Previous issue date: 2006 / Resumo: No final do século XX uma série de eventos em escala global passou a condicionar muitas das políticas públicas e privadas e a influenciar diretamente na organização social e espacial do território brasileiro. São eventos que implicam na transformação das práticas e na mudança da lógica que preside a organização do espaço. Dentre muitos eventos é possível destacar a globalização, a internacionalização dos mercados, a criação de novos parâmetros de produtividade e o novo papel do Estado que passa, então, a compartilhar com outros agentes as ações de ordenamento do território. Os agentes externos, hegemônicos, colaboram para a criação de espaços onde a solidariedade é substituída pela competitividade e eficiência, criando exclusão e desigualdade social. Na década de 1970, com a criação de regiões funcionais voltadas à exportação de commodities agrícolas, como os novos fronts agrícolas do Cerrado brasileiro, uma nova demanda por sistemas de transporte foi criada. As ferrovias aparecem, então, como uma das melhores opções para atender essa demanda. Para reativar as ferrovias e aumentar sua produtividade, estas, que até então estavam sob controle da União através das empresas RFFSA, FEPASA e CVRD, foram privatizadas e transferidas para a iniciativa privada. Estas empresas, então, passam a influenciar diretamente na organização do território brasileiro. Este trabalho pretende, então, identificar as implicações que as atuais políticas relacionadas à reativação do sistema ferroviário brasileiro voltado ao escoamento de produtos agrícolas podem trazer para a sociedade e o território. Dentre algumas conclusões é possível destacar que os planos de desenvolvimento dos últimos anos e os investimentos realizados pelos governos e pela iniciativa privada no sistema ferroviário reforçam a integração do território brasileiro aos mercados internacionais, criando redes extravertidas e promovendo a fluidez territorial para apenas algumas regiões, empresas e atividades econômicas / Abstract: At the end of the XX century a series of global events started conditioning many of the public and private politics and influencing directly the social and space organization of the Brazilian territory. These events imply in the transformation of the practices and the change of the logic that presides the organization of the space. Amongst many events it is possible to point out the globalization, the internationalization of the markets, the creation of new parameters of productivity and the new paper of the State that passes, then, to share with other agents the actions of the territorial organization. The hegemonic agents collaborate for the creation of spaces where solidarity is substituted by the competitiveness and efficiency, creating social exclusion and inequality. In the decade of 1970, with the creation of functional regions dedicated to the exportation of agriculture commodities, as the new agriculture fronts in the Brazilian Cerrado, a new demand for transport systems was created. The railroads appear, then, as one of the best options to take care of this demand. To reactivate the railroads and to increase its productivity, these, that until then were under control of the State through companies such as RFFSA, FEPASA and CVRD, had been privatized and transferred to private companies. This work intends to identify the implications that the current politics, related to the reactivation of the Brazilian railroad system used for the transport of agricultural products, can bring for the society and the organization of the territory. Amongst some conclusions it is possible to point out that the development plans of the last years and the investments carried through for the governments and the private initiative in the railroad system strengthen the integration of the Brazilian territory to the international markets, creating ¿interior-port¿ transport nets and promoting the ¿territorial fluidity¿ only to some regions, companies and economic activities / Mestrado / Análise Ambiental e Dinâmica Territorial / Mestre em Geografia

Orientador: Fernando Teixeira da Silva / Dissertação (mestrado) - Universidade Estadual de Campinas, Instituto de Filosofia e Ciencias Humanas / Made available in DSpace on 2018-08-08T05:40:29Z (GMT). No. of bitstreams: 1 Souza_RoberioSantos_M.pdf: 2587424 bytes, checksum: a24e814b85d9f4fe7b087b5321e95ada (MD5) Previous issue date: 2007 / Resumo: A história da estrada de ferro da Bahia ao Francisco, desde a segunda metade do século, foi marcada por diversas experiências de trabalhadores. Naquele período, imigrantes, nacionais e escravos estiveram presentes no mundo de trabalho ferroviário. Enquanto alguns desses homens lutaram para garantir direitos, segundo suas tradições culturais, outros enfrentaram os domínios senhoriais em busca da liberdade de ¿viver por si¿. Nos anos que se seguiram à abolição, outros personagens, diante da experiência da exploração, também se organizaram, desenvolveram práticas associativas e formas de auxílio mútuo, criaram espaços de sociabilidades e construíram mobilizações grevistas na Bahia. Assim, além de buscar compreender as relações de trabalho, esse estudo procura reconstituir algumas dessas experiências de trabalhadores da estrada de ferro da Bahia ao São Francisco, entre o final do século XIX e início do XX / Abstract: The history of the railway from Bahia to Francisco, since the second half of the century, was marked with several workers¿ experiences. Immigrants, nationals, slaves were present in the universe of railway work at that time. While same of these workers struggled to guarantee their rights according to their cultural traditions, others faced the power of owners in search of liberty of ¿self-living¿. The following years after abolition, others, in the face of exploration experience, also organized, developed associate practices and ways of mutual help, creating places of solidarity, struggled for rights and justice in Bahia. Therefore, this study search to understand work¿s relationship, search to rebuild same of these experiences of railway workers, between the end of XIX century and beginning of XX century / Mestrado / Historia Social / Mestre em História

O objetivo desta tese de doutorado é analisar como foi construída a rede de infraestrutura territorial e urbana do estado de São Paulo, nas últimas décadas do século XIX. Concebendo a construção desta rede como produção social do espaço, cuja produção mobilizou vários agentes sociais, iremos concentrar o nosso foco de análise em um personagem histórico em específico, envolvido com a elaboração desta rede, o engenheiro civil Antonio Francisco de Paula Souza (1843-1917). Mais conhecido como diretor da Escola Politécnica de São Paulo, as várias biografias produzidas sobre Paula Souza fazem pouca menção à sua carreira como engenheiro antes de ingressar no universo acadêmico, uma atuação que se destacou na construção da rede de infra-estrutura, em especial, nos setores ferroviário e de saneamento. Desvendando esta rica trajetória profissional e recolhendo elementos que nos permitam compreender como foi construída a rede infra-estrutural, esperamos ainda contribuir com novos dados acerca da profícua atuação deste engenheiro em São Paulo. / The objective of this PhD thesis is to analyze how the territorial and urban infrastructural network was built in the state of São Paulo, in the last decades of the 19th century. Conceiving the construction of this infrastructure as a social production of the space, which mobilized several social actors, we will concentrate our analytical focus in a specific historical figure involved with the construction of this network, the civil engineer Antonio Francisco de Paula Souza (1843-1917). As Paula Souza is better known for his work as director of the Escola Politécnica of São Paulo, the biographies about him make little mention to his career as an engineer before his entree in the academic universe, a career that had great importance in the construction of the infrastructure network, specially in the railroad and sanitation sectors. Unveiling this rich professional history and bringing about documental evidence that allows us to understand how the infrastructure network was constructed, we expect to contribute with new information concerning the prolific career of this engineer in São Paulo.

Submitted by Renata Lopes (renatasil82@gmail.com) on 2018-11-19T18:14:43Z No. of bitstreams: 1 jessicadefatimarossonealves.pdf: 20784700 bytes, checksum: 0df7883107e6a0b81420c590d3cf5dc4 (MD5) / Approved for entry into archive by Adriana Oliveira (adriana.oliveira@ufjf.edu.br) on 2018-11-23T13:02:07Z (GMT) No. of bitstreams: 1 jessicadefatimarossonealves.pdf: 20784700 bytes, checksum: 0df7883107e6a0b81420c590d3cf5dc4 (MD5) / Made available in DSpace on 2018-11-23T13:02:07Z (GMT). No. of bitstreams: 1 jessicadefatimarossonealves.pdf: 20784700 bytes, checksum: 0df7883107e6a0b81420c590d3cf5dc4 (MD5) Previous issue date: 2018-09-17 / A partir da trajetória histórica de Barra do Piraí, município localizado no estado do Rio de Janeiro, esta pesquisa disserta sobre as transformações arquitetônicas e urbanísticas ocorridas em decorrência da chegada da ferrovia no local, a ideia intrínseca de modernidade e a construção da identidade do povo barrense, tendo como foco a constituição e a preservação de seu patrimônio cultural ferroviário. Para isso, investigase brevemente o histórico do objeto de estudo em três diferentes recortes temporais: 1850 – 1890, que estuda as primeiras transformações feitas pelo homem na paisagem que viria a se tornar o centro de Barra do Piraí; 1890 – 1950, que aborda o auge das ferrovias e da expansão urbana de Barra do Piraí; 1950 – 2000, que trata do declínio do transporte ferroviário e sua substituição pelo rodoviário. A seguir, são abordadas questões específicas dos últimos quase vinte anos, apresentando o contexto atual do município em relação à permanência da ferrovia e à preservação de seu patrimônio edificado, especialmente aquele ferroviário. O que se encontra é um cenário de descaso e negligência em relação à preservação de seu patrimônio cultural e sua memória ferroviária. / Based on the historical trajectory of Barra do Piraí, a municipality located in the state of Rio de Janeiro, this research discusses the architectural and urban changes that occurred due to the arrival of the railroad in the area, the intrinsic idea of modernity and the construction of the identity of the people who live there. The history of the object of study is investigated in three different time cuts: 1850 – 1890, the first transformations made by man in the landscape of Barra do Piraí; 1890 – 1950, the peak of railroads and urban expansion; 1950 – 2000, the decline of rail transport and its replacement by road. The period between 2000 and 2018 is selected for further development in this dissertation, which deals with specific issues of the past almost twenty years, with the current context of the city in relation to the preservation of its railroad heritage.

M.Comm. / Metro Rail has to make a thorough study of how to compete and flourish in this dynamic Industry. It has become vital that the company refocuses its efforts to meet or even to exceed its customer's expectations. The overall objectives of this study are the following: To describe the theoretical basis of the different types of macro environmental variables and they're likely impact on the decision making process of a transport user. To discuss the different stages involved in the consumer and buyer decision making process. The ultimate goal is to ensure that the most appropriate strategy guidelines are set to exploit opportunities in the passenger transport industry. To look at how modal integration will enhance the passenger transport industry if adopted.

State-owned enterprises (SOE’s) in South Africa have long been financial albatrosses around the government’s neck. The government decided to restructure them so that they can play a role in the overall economic development of the country (Didiza, 2002:15). Transnet, one of South Africa’s largest SOE’s, is the largest transportation company in South Africa and is divided into various business units, of which Spoornet (rail transportation) is one. Spoornet has had to evolve from a subsidised state owned enterprise to a semi-privatised business unit, able to survive in a competitive business world. This entailed streamlining and restructuring the business unit in order for it to become more productive and financially fit. One of the biggest threats was the amount of human capital that Spoornet employed. The workforce had to be reduced in order to allow Spoornet to become an effective and competitive business unit. In addition to this, Spoornet must adhere to affirmative action policies instituted by government labour laws (Employment Equity Act, Act 55 of 1998). This act was introduced to redress the present effects of South Africa’s past in bringing about a diverse workforce broadly representing South Africa’s demographics. This has resulted in early retirement packages being offered to assist Spoornet in achieving employment equity targets. All of these changes have had a major impact on employee turnover that has resulted in a large amount of skills and expertise being lost. Professional, specialised and skilled people are in global demand, which has added to the exodus of employees from many organisations. Spoornet has experienced this at an alarming rate, so much so that in 2001, they established a retention committee to address ways to reverse the high number of specialised employee exits. Abstract iv The overall purpose of the research was to identify strategies for Spoornet to retain their specialised and skilled employees, thereby reducing the amount of specialised and skilled staff turnover. The research methodology for this study comprised the following steps: • Firstly, a full literature study regarding strategies that an organisation can utilise for the retention of their critical employees was researched. • Secondly, the views of current Spoornet employees on retention strategies were assessed in an empirical study, which involved completing a questionnaire. • Lastly, recommendations due to the findings of the researcher were identified for Spoornet to retain their highly skilled and specialised employees.

While all four of the main modes of intercity passenger transportation in Canada (air, automobile, bus, and rail) are currently subsidized, rail recovers from its users a considerably lesser portion of the total cost of service than any of the other three modes. This thesis estimates the effect this imbalance has on the passenger network in two ways: i) in physical terms -- the change in modal volumes given full-economic-cost pricing and the implications this has on network configuration; and ii) in financial terms -- the dollar cost of the economic efficiency losses suffered due to non-full-economic-cost pricing. The first element is estimated by calculating modal fares based on full cost recovery for 52 intercity routes between Winnipeg and Quebec City. The changes represent from the actual fares charged is translated into volume changes based on a set of demand elasticities developed for this thesis. The second element is estimated for these same 52 routes using the standard deadweight loss triangle methodology which measures the loss in aggregate social welfare that exists when non-optimal prices are being charged. This result is then extrapolated to a national level. The calculations show that given full-economic-cost pricing, air volumes would increase by 4.76%, automobile volumes by 0.32%, and bus volumes by 3.47%. Rail volumes would decline by 56.67%. While the changes are marginal for the non-rail modes and would not likely result in any changes to the network, rail would cease to be a viable mode on many routes. The economic efficiency distortion caused by the failure to charge fares based on full economic costs amounted to about $130 million in 1986. This cost, along with the subsidy itself, is what the social and political benefits of continued VIA Rail subsidization must be compared to, not simply the amount of the subsidy, as is currently done. This estimate of deadweight loss ignores positive tourism, energy, safety, and environmental externalities of rail, and thus overestimates somewhat the detrimental effect of VIA rail subsidies. / Business, Sauder School of / Graduate

This thesis examines the theme of alienation along with the train motif in the life journeys of the protagonists in four modern Japanese novels. Each chapter is devoted to an individual novel and explores its hero's feelings of socio-psychological estrangement on personal and interpersonal levels as well as the role of the train journey which serves to arouse, create or alleviate such feelings. Chapter One deals with Sanshiro (Sanshiro. 1908) by Natsume Soseki and follows the hero on his long train journey from backward Kyushu to progressive Tokyo. The people he meets on the train foreshadow the feelings of uneasiness and estrangement he will encounter in the capital. For Sanshiro, the noisy, crowded streetcars initially represent the "real world," constantly reminding him of his alienation from it. Once over his culture shock the hero's sense of not belonging shifts to his relationships with his friends. Gradually he begins to feel more comfortable with himself and the world around him. Chapter Two examines A Dark Night's Passing (An'ya Koro, 1921-37) by Shiga Naoya. In his search to resolve feelings of unacceptability arising from his childhood experiences, Kensaku takes a series of journeys, many by train, "backward" in time. The train thus serves as an agent which can transcend the barriers of both time and space, separating or reuniting people and creating or breaking down distances between places. It can arouse feelings of happiness, excitement, sadness or loneliness in its passengers or simply provide him with a place to relax and dream about a brighter future. Chapter Three focuses on Snow Country (Yukiguni. 1934-1947) by Kawabata Yasunari. Shimamura's purpose in visiting the snow country is two-fold -- he both desires to escape from and needs to confront the reality of the wasted effort in his life and resulting sense of alienation from humanity. The train complies. As it brings him into this region of Japan it completely loses any connection with reality, creating a void in which weirdly beautiful apparitions float up before our hero's very eyes. Once in this fantasy land our hero is taught to see his own coldness and how to become more human by two beautiful women. It is then left up to Shimamura to put what he has learned into action when he returns to Tokyo by the train which, heading away from the snow country, takes on very real qualities. The final chapter examines The Temple of the Golden Pavilion (Kinkakuii. 1956) by Mishima Yukio. This novel deals with Mizoguchi, a most frightening character whose mixed-up views of both himself and the world are but a thin disguise for insanity. The hero suffers terribly from the resulting feelings of not belonging as well as a great inferiority complex. The situation is complicated by his strange love-hate relationship with the Golden Temple to which he attributes human qualities. The train in this novel serves as the symbolic vehicle which transports the hero back and forth between the region of his birth and what he calls "the station of death" where he will eventually destroy both the temple and the hated half of his personality. In the conclusion the relevance of alienation, trains and the journey of life in modern Japanese literature are discussed. / Arts, Faculty of / Asian Studies, Department of / Graduate

D.Phil. / The primary objective of this thesis is to follow a systems approach to improve property management in state departments and state-owned enterprises. The public sector, bureaucracy and state-owned enterprises (SOEs) globally and in South Africa (SA) are examined using a systems approach to provide the context for property management in state departments and SOEs. The effectiveness of property management in SA‟s National Department of Public Works and National Department of Public Enterprises are evaluated. Property management in rail transportation organisations globally and in SA receives focused attention. The SA state-owned company Transnet Limited, primarily a rail transportation enterprise, and Propnet, Transnet‟s property management unit, are examined in depth. Lessons learned, findings and recommendations are presented in a Management Matrix. The Management Matrix is incorporated in a State Property Management Transformation System, the implementation of which will improve property management in state departments and SOEs both globally and in SA.