Made available in DSpace on 2014-06-11T19:26:35Z (GMT). No. of bitstreams: 0 Previous issue date: 2012-08-10Bitstream added on 2014-06-13T18:30:09Z : No. of bitstreams: 1 bartcus_azv_me_assis_parcial.pdf: 127106 bytes, checksum: 3291a299c0b2d5d9e8f0a33b3bfb54af (MD5) Bitstreams deleted on 2014-08-22T14:57:10Z: bartcus_azv_me_assis_parcial.pdf,Bitstream added on 2014-08-22T15:02:11Z : No. of bitstreams: 1 000706964.pdf: 1096168 bytes, checksum: f99e475e00c6accd9880661db500b771 (MD5) / Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq) / Esta dissertação traz para o debate a situação do Patrimônio Ferroviário de São Paulo, tendo como objeto central o Museu da Companhia Paulista, situado no Município de Jundiaí. Esse museu está localizado no Complexo de Oficinas FEPASA, que atualmente é um patrimônio tombado pelo Instituto do Patrimônio Histórico e Artístico Nacional – IPHAN. O foco é compreender como se deu o processo de patrimonialização do museu no período de falência e privatizações das ferrovias. Para entender toda essa trama complexa que ser formou após esse delicado momento das malhas ferroviárias, recorreu-se a diversas fontes documentais que evidenciaram inúmeras disputas entre os agentes preservacionistas. Essas fontes foram entrevistas orais realizadas com pessoas envolvidas de alguma forma com a preservação do museu, tais como alguns ferroviários aposentados; Os processos de tombamento tanto do IPHAN, na esfera federal, quanto do Conselho de Defesa do Patrimônio Histórico, Arqueológico, Artístico e Turístico – CONDEPHAAT, na esfera estadual, e diversos materiais encontrados no próprio museu. Com base nesse conjunto documental foi possível compreender quais as dificuldades enfrentadas na preservação dos remanescentes ferroviários após a liquidação das empresas férreas, e verificar na prática como os espaços de memórias são, por excelência, lugares de conflitos / This essay brings to a debate the situation of São Paulo Railway Heritage, which main object is “Companhia Paulista Museum”, located in the city of Jundiai. This museum is located in the complex of “FEPASA” factory, which is now a heritage listed by the Institute of Artistic and Historical National Heritage - IPHAN. The main idea is to understand how the process of the museum heritage has occurred during the period of bankruptcy and privatization of the railways. To understand this entire complex plot that happened after this delicate moment of the rail network, it was necessary to use several sources of documents that showed numerous disputes among the preservationist agents. These sources were taken from oral interviews with some people who were involved, some way, with the preservation of the museum, like some retired railroaders. The “IPHAN” tipping processes, at the federal level, as the Council of Historical Heritage Defense, Archaeological, Artistic and Tourist - CONDEPHAAT, at the state level, and several materials found in the museum. Based on these documents, it was possible to understand the difficulties faced in the preservation of the remaining railway after the settlement of railway companies, and see in practice how the spaces of memory are for excellence, places of conflict

O destaque alcançado por um grupo significativo de cidades do interior do estado de São Paulo, que nas últimas décadas só foi mais reforçado pelo dinamismo econômico, evidenciou os aspectos que as projetam como pólos regionais. Nesse grupo de cidades ressalta-se a extrema urbanização, em muitas delas uma avançada conurbação com as vizinhas. Surgem aglomerações, que vão de 500 mil a mais de dois milhões de habitantes, formando uma rede de cidades que lideram o segundo maior mercado consumidor brasileiro. A atividade industrial crescente, a geração de empregos, o conseqüente crescimento demográfico e o espraiamento urbano, deram a essas cidades características de organização espacial muito própria e um sistema viário que não acompanhou esse crescimento, mais expressivo do que os das grandes capitais. Contudo, um elemento está presente em todas essas cidades e constitui um rico patrimônio histórico e, talvez, estratégico em seus futuros: a ferrovia. Nas dez maiores cidades do interior paulista, a presença marcante da velha estação e da linha férrea, que as cruzam e as dividem, são as heranças do processo de desmantelamento e total abandono da função ferroviária de transporte de passageiros de longo percurso. Quase sempre relegadas a funções acessórias no planejamento urbano, a ferrovia também esteve distante, encerrada entre seus muros, mantendo o diálogo com as cidades embaraçado ao longo do tempo. Essa pesquisa se propôs a fazer um levantamento geral desses patrimônios ferroviários, identificar suas interfaces atuais com o meio urbano, os novos agentes envolvidos na sua exploração e, principalmente, a visão e os usos pretendidos pelos municípios para as faixas ferroviárias e suas áreas lindeiras. Buscando amparo nas evoluções históricas, na análise de influências recíprocas e nas relações entre transporte e urbanismo, questiona-se a presença dos trilhos nessas áreas intensamente urbanizadas e são expostas as relações institucionais que devem ser consideradas para planejar e viabilizar o seu aproveitamento, seja pela implantação de novos equipamentos urbanos, pelo uso compartilhado de transportes ou mesmo pela sua erradicação. / A large number of relevant cities in the countryside of São Paulo state has recently faced a remarkable distinction brought by a high economical dinamism in these regional poles during the last decades. These cities already have extreme urbanization rates and they are getting aglomerated, creating new metropolitan areas, with a huge population that is responsible for Brazil´s second largest consuming market. The increasing industrial activity and the offers of new jobs have both stimulated the spreading of its urbanized areas that are not always followed by enough new transportation infra structures. However, one element is very present in any of these cities and it stands for rich historical assets: the old railway. Inside any medium size São Paulo´s city in, the prominent station and the rail tracks still divide the urban center, instersecting its streets and being source of many conflicts and accidents. Nowadays, those abandoned structures are the inheritahe of passenger rail transportation, which was completely dismantled after freight rail transports privatizations. Specially inside the cities, not only the railways were continualy limited to secondary functions in all urban planning process, but the urban transportation was never taken as a priority for rail administration either. This research aimed to build a general view of railway equipments and structures of ten cities, identify possible interfaces with their urban areas, identify the agents envolved in its exploitation and mainly identify what the local expectations to the railways are. The analysis was done based on historical evolution of railways and cities, by the influence of transportation infra structure on territories. Urbanism and public transport organization notions were considered as well, in order to identify the needs and ways on what kind of railway would contribute or would be more profitable in new urban functions.

Ao longo de sua vida útil, com o acúmulo de tráfego e de solicitações ambientais, infraestruturas de transportes degradam-se em termos de desgaste dos seus componentes e deformações permanentes de suas camadas, acarretando na perda gradual da qualidade estrutural e funcional da via. A camada de sublastro, parte integrante da subestrutura ferroviária, possui contribuição significativa no comportamento mecânico global de uma via permanente. Suas principais funções estão relacionadas à drenagem, atenuação e distribuição de tensões, e separação e transição entre as camadas de lastro e subleito. O objetivo principal deste estudo foi comparar duas diferentes configurações de sublastro implementadas em uma ferrovia de carga brasileira através da medição de respostas mecânicas e parâmetros geométricos \"in situ\". O emprego de sublastro betuminoso constituiu-se como a primeira aplicação de campo deste tipo no País e ambas as seções foram monitoradas também por intermédio de sensores de temperatura e de tensão. Procedeu-se a caracterização física e mecânica dos materiais que compõem os trechos analisados em laboratório. Ademais, tensões de sucção foram medidas em diferentes locais e profundidades da camada de subleito, a fim de verificar a eficácia da camada betuminosa em impermeabilizar as camadas subjacentes. Os resultados mostraram uma eficiência global superior do trecho contendo sublastro betuminoso comparativamente à seção de referência (sublastro granular). Variações das tensões de sucção ao longo de duas estações climáticas mostraram que a mistura asfáltica protegeu satisfatoriamente o subleito quanto à infiltração de água oriunda das precipitações. Medidas de temperatura tomadas em diferentes pontos das camadas de sublastro mostraram que a mistura asfáltica se encontra protegida das variações térmicas e da incidência de radiação solar, uma vez que está isolada pela camada de lastro. Em termos de deslocamentos medidos com o equipamento DMD (Dispositivo para Medição de Deslocamentos), mostrou-se uma redução crescente no deslocamento vertical médio da seção com sublastro betuminoso em comparação com a seção com sublastro granular. Por consequência, o módulo de via, u, calculado para ambas as seções, revelou que o perfil contendo mistura asfáltica tende a defletir menos quando solicitado pela passagem de trens. Medidas de parâmetros geométricos utilizando o equipamento Trolley AMBER apontaram uma relação bidirecional entre o comportamento mecânico e a qualidade da geometria da via, observada antes e após intervenção mecanizada de socaria. / In the course of its service life, with traffic loading accumulation in addition to environmental effects, transportation infrastructures tend to degrade in terms of wear of their components and permanent deformation of their layers, resulting in the gradual loss of structural and functional quality of the railway. The subballast plays an important role as part of the railway substructure and it has a significant contribution to the overall mechanical behavior of the track. Its main functions are related to drainage, to load attenuation and distribution, and to the separation and transition between the ballast and the subgrade. The main objective of this study was to compare two different subballast configurations implemented in a freight railway profile in Brazil through measurements of mechanical and geometric parameters in field. The use of bituminous subballast was the first application of this type in the country and both sections were also monitored by means of temperature and pressure sensors. Laboratory tests for physical and mechanical characterization for all materials composing both experimental sections were performed. In addition, the water pressure in terms of suction were measured at different places and depths of the subgrade, in order to verify the effectiveness of the bituminous subballast in waterproofing the underlying layers. The results showed a superior overall efficiency of the section containing bituminous subballast compared to the reference section (granular subballast). The suction tension variation measured along two climatic seasons showed that the asphalt mixture satisfactorily protects the subgrade from the infiltration of water due precipitations. Temperature measurements taken at different points of the subballast layers showed that the asphalt mixture is protected from thermal and solar radiation peaks, since it is isolated by the ballast layer from atmospheric environmental effects. In terms of displacements acquired using the DMD (Displacement Measurement Device) it was observed an increasing reduction in the mean vertical displacement of the section with bituminous subballast compared to the section with granular subballast. Consequently, the track modulus, u, calculated for both sections revealed that the profile containing asphalt mixture tends to deflect less when requested by the train passage. Measurements of geometric parameters made with the Trolley AMBER device highlighted the bidirectional relationship between the mechanical behavior and the quality of the track geometry, observed before and after tamping procedure.

Drawing on institutional perspective – institutional change, institutional legitimacy and the three institutional pillars – this doctoral study is developed to disentangle a complexity of successive industry reforms that have shaped a development of British railways in general and a growing idea of a railway privatization in particular. This adds to the body of knowledge, which so far has tended to focus on enhancing the sector’s performance outcomes, by arguing that performance improvement is not a whole story of the railway’s privatization. Indeed, as an archival research in British railway’s reform (1960s - 1980s) has revealed, a growing idea of a private sector’s involvement was constructed as the governments at the times sought to draw and (re-) draw boundaries among interest groups in order for British railways to de-lock from a historical development path of nationalization industry. Furthermore, the study also found that the idea of privatization was dynamically legitimized and maintained by the government’s reform agenda that blended a performance rationale with political and socio-economic conditions of British railway at the times. Indeed, this historical-institutional analysis in British railway’s reform suggests that a privatization of British railways is more socially and politically complex than generally understood as the government’s attempt in making an efficient railway sector. As such, in order to advance this field of study both academic scholars and the industry practitioners should pay more attention on the influence of institutional dynamics that shapes a performing of British railway rather than narrowly focusing a performance improvement issue.

Thesis (M.Com. (Development Theory and Policy))--University of the Witwatersrand, Faculty of Commerce, Law and Management, School of Economic and Business Sciences, 2014. / Economic activities such as mining extraction and farming have in the past been supported by railway infrastructure, which continues to provide a cheap transportation option for the movement of freight. This research paper looks at the apparent bias that exists in the shared-use of railway infrastructure in South Africa between coal miners and citrus growers in Mpumalanga. The study is specifically concerned with the regulatory regime governing access and the extent to which it enables or hinders the shared-use of rail infrastructure, which is critical in the movement of freight for different sectors of the economy. The paper uses literature on regulatory practices and a case study of Mpumalanga’s coal miners and citrus growers, to investigate South Africa’s regulatory regime and its role in creating particular biases in the use of rail infrastructure.

This study investigates the extent and nature of the interaction between the political, institutional andeconomical development in the Swedish railway sector 1920-1980. The work deals with two main issuse,which may be summarized in the following question: has the Swedish railway policy contributed to orcounterbalanced the stagnation of the railways, especially in the post-war period? The basic premise has beenthat the institutional framework from the 19th century, was well adjusted to the requirements in thecontemporary industrialization process. The adaption of the regulations, obligations and economic principlesfrom the inter-war years and henceforth was more problematic. A growing discrepancy between economicconditions and policy goals emerged. Ulis affected the function of the Sate Railways (SJ).The interesting issue is to explain the process of renewal and abandonment of the original institutionalarrangements. There are two distinctive driving forces in this process. Firstly the demand for transport in theeconomy of the society changed. This interacted with the expansion of motorvehicles. Motor vehicles, and lateron civil aviation, have taken over parts of traditional railway transports. Of greater significance though, is thefact that railways have not been able to compete with motorvehicles on a number of growing markets in theeconomy of society. This has been of major importance to the diminishing economic returns and the decliningcompany profitability in the railway sector. The second driving force is to be found in the institutional setting inthe railway sector. The institutional principles and the railway policy gave social and economic responsibilitypriority over business profitability as the managerial strategy for SJ. SJ was used to fulfil regional and generaleconomic policy goals. As a consequence the unprofitable private railways were nationalized to save theregional transport system. To succeed on the competitive transport market in the post-war period it becamenecessary for SJ to act as a profit-seeking company. This created a long period of political struggle inParliament concerning the institutional principles. In order to keep the social economic principles, the monetaryclaims were reduced. Subsidies were given to try to save SJ s profitability as a business company. The mixtureof social and monetary principles from 1960 and onwards, could neither solve the railway's market problems,nor could they keep the regional railway system intact. This failure led to the abandonment of the originalinstitutional framework. In the late 1980 s it was totally replaced. Hie guiding rules for the State Railways arenow concentrated on competition and company profitability. / digitalisering@umu

Submitted by Cássia Santos (cassia.bcufg@gmail.com) on 2015-10-29T15:42:40Z No. of bitstreams: 2 Tese - Flávia Rezende Campos - 2015.pdf: 3602795 bytes, checksum: 5b5419d996696ede1c747e72f4979994 (MD5) license_rdf: 23148 bytes, checksum: 9da0b6dfac957114c6a7714714b86306 (MD5) / Approved for entry into archive by Luciana Ferreira (lucgeral@gmail.com) on 2015-11-03T14:13:17Z (GMT) No. of bitstreams: 2 Tese - Flávia Rezende Campos - 2015.pdf: 3602795 bytes, checksum: 5b5419d996696ede1c747e72f4979994 (MD5) license_rdf: 23148 bytes, checksum: 9da0b6dfac957114c6a7714714b86306 (MD5) / Made available in DSpace on 2015-11-03T14:13:17Z (GMT). No. of bitstreams: 2 Tese - Flávia Rezende Campos - 2015.pdf: 3602795 bytes, checksum: 5b5419d996696ede1c747e72f4979994 (MD5) license_rdf: 23148 bytes, checksum: 9da0b6dfac957114c6a7714714b86306 (MD5) Previous issue date: 2015-02-12 / Fundação de Amparo à Pesquisa do Estado de Goiás - FAPEG / The transport infrastructure plays a key role in the economic development process of countries. Throughout history, the modernization of transport promoted numerous economic advances and the integration of global territories, like the railways. In Brazil, the regional rail systems fulfill their role in the flow of primary products in the early twentieth century, with few contributions to the unification of markets, especially the internal, showing weak capacity for coordination between regions. There was overlap between the highways in this process over the railways under national policy, in which the highways becomes a priority in the movement of goods and people. In view of the current logistical difficulties due to the increasing demand for transport products (agricultural and mining), planning for the development of projects on construction and revitalization of the railway has intensified, especially from Acceleration Program Growth. In this scenario, the North-South Railway, a project initiated in the 1980s, is presented as an attempt to promote the integration of the Brazilian territory from north to south, with a length of 4197 km. The aim of this study was to analyze the influence of the North-South Railway in regional development of Goiás, especially in the center and north of the state. Therefore, we examine the behavior of circulation networks (railways) brazilian and the role of actors in this process (State and private actors) over the decades as well as the formation of Goiás networks, especially the Estrada de Ferro Goiás and the BR-153, which were important in the insertion of Goiás economy in the national productive logic. Another aspect discussed in the research related to the influence of transport in industrial agglomerations in the light of Theories of Regional Development, comprising the dynamics of economic activity in space. Finally, we show the likely impacts of the North-South Railway in the development of municipalities in the north-central Goiás from the variables product, income, employment and tax revenues. The methodological procedures based on literature for theoretical and empirical foundation, desk research and field work in municipalities that are crossed by the North-South Railway in Goiás. Descriptive analyzes of the data were performed and the measurement of the economic impacts of the North-South Railway by econometric approach. The results showed an increase in the variables listed in railway construction period in Goiás and favorable estimates when in operation, with reference to the Tocantins municipalities where the the North-South Railway is working. What is expected is that the North-South Railway is an important element in Goiás regional development towards its productive integration with relevant municipal impacts on its population. / A infraestrutura de transporte desempenha papel fundamental no processo de desenvolvimento econômico dos países. Ao longo da história, a modernização dos meios de transporte promoveu inúmeros avanços econômicos e a integração dos territórios em nível global, a exemplo das ferrovias. No Brasil, os sistemas ferroviários regionais cumpriram o seu papel no escoamento dos produtos primários no início do século XX, com pouca contribuição na unificação dos mercados, sobretudo o interno, mostrando frágil capacidade de articulação entre as regiões. Houve a sobreposição das rodovias neste processo em detrimento às ferrovias no âmbito da política nacional, em que o rodoviarismo passa a ser prioridade na circulação de mercadorias e pessoas. Em face às dificuldades logísticas atuais decorrentes das demandas cada vez maiores por transporte de produtos (agrícolas e minérios), o planejamento para a definição de projetos quanto à construção e revitalização da malha ferroviária tem-se intensificado, especialmente a partir do Programa de Aceleração do Crescimento (PAC). Neste cenário, a Ferrovia Norte-Sul (FNS), projeto iniciado na década de 1980, apresenta-se como uma tentativa de promover a integração do território brasileiro de norte a sul, com uma extensão de 4.197 quilômetros. O objetivo geral deste trabalho foi analisar a influência da FNS no desenvolvimento regional do território goiano, especialmente no centro e norte do estado. Para tanto, examinamos o comportamento das redes de circulação (ferrovias) brasileiras e o papel dos atores neste processo (Estado e agentes privados) ao longo das décadas, bem como a formação das redes goianas, com destaque para a Estrada de Ferro Goiás e a BR-153, que foram fundamentais na inserção da economia goiana na lógica produtiva nacional. Outro aspecto discutido na pesquisa relaciona-se à influência dos transportes nas aglomerações produtivas à luz das Teorias do Desenvolvimento Regional, compreendendo a dinâmica da atividade econômica no espaço. Por fim, mostramos os prováveis impactos da FNS no desenvolvimento dos municípios do centro-norte goiano a partir das variáveis produto, renda, emprego e arrecadação tributária. Os procedimentos metodológicos basearam em pesquisa bibliográfica para a fundamentação teórica e empírica, pesquisa documental e trabalhos de campo em municípios que são cruzados pela FNS em Goiás. Foram realizadas análises descritivas dos dados e a mensuração dos impactos econômicos da FNS pela abordagem econométrica. Os resultados apontaram para um crescimento nas variáveis indicadas no período de construção da ferrovia em território goiano, bem como estimativas favoráveis quando estiver em operação, tendo como referência os municípios tocantinenses, onde a FNS está funcionando. O que se espera é que a FNS seja um elemento importante no desenvolvimento regional goiano no sentido da sua integração produtiva, com impactos municipais relevantes para a sua população.

This thesis aspires to contribute to the discussion about economic justification of current process of railway liberalisation in European Union and specifically in Czech Republic. We focus on the method of vertical separation and open access, where governments keep control over the infrastructure and its development and individual train operators compete on-track. The first section contains a summary of progress of the reform and its historical context across Europe and a review of various methods of its economic evaluation. Based on that, the next section presents a partial equilibrium econometric model applied on the route between Prague and Ostrava. Simulations are run to explore different market settings, infrastructure investment possibilities and potential tolls imposed on individual road transportation. We conclude that liberalisation followed by entry of competing railway undertakings, as well as a rational attitude of the government towards long-term infrastructure investments, are crucial for future competitiveness of railways.

Thesis compares Czech railway passenger transport with Swiss railway transport for the purpose of more effective use of railway transport in domestic and incoming tourism of the Czech Republic. According to chosen standards are analysed Czech Railways and Swiss Railways with respect to quality and variety of provided services, prices, ways of ticket sales, trains and promotion. Research shows how Czech tourists use services of Czech Railways and how they like them.

published_or_final_version / Urban Studies / Master / Master of Social Sciences