The aim of this diploma thesis is to discuss the assessment of changes of the modal split in connection with the construction of high speed railway Prague-Brno. Thesis is aimed on wider context of two theoretical concepts in transportation researches: travel behaviour and the value of travel time. Data collection took place in the form of "Paper and Pencil Interview" method. For a deeper analysis was used the Pivot Table tools. From the collected data was found that economically active people from coaches and trains have higher travel time than students. Among cars users the most important factor influencing the choice of traffic mode is the speed, for coach users it is price and for train users the posibility of work/rest during the journey. Assuming a reduction of travel time between Prague and Brno for about 1 hour while keeping the fare price about CZK 200, high-speed rail connections has the potential to generate more frequent journeys among existing passengers. Keywords: modal split, travel behaviour, the value of travel time savings, competitiveness of railways, high speed railway

Trata-se de um estudo sobre a incorporação do futebol na cidade de Rio Claro, com destaque para a emergência do Rio Claro Futebol Clube, apresentando sua relação com o avanço dos trilhos da Companhia Paulista de Estradas de Ferro e a instalação das oficinas ferroviárias. A ideia é analisar o desenvolvimento da agremiação, ou seja, de 1909, ano de sua fundação, até 1948, momento em que adere ao profissionalismo. Discutiremos os contornos históricos que balizam o surgimento do clube, o processo de disseminação do futebol através das linhas férreas, a dependência do Rio Claro F. C. em relação aos auxílios concedidos pela direção da Companhia Paulista, a inserção gradativa dos comerciantes e filhos de imigrantes italianos na rotina da agremiação e o enfraquecimento do paternalismo da empesa ferroviária. Importante lembrar que o desenvolvimento econômico no Oeste Paulista a partir da cafeicultura e a consequente chegada dos trens estimularam o processo de urbanização, criando as bases para o contato com novos costumes e práticas, e propiciando a formação dos espaços de sociabilização, como os clubes de futebol / This is a study on the incorporation of soccer in the city of Rio Claro, highlighting the emergence of Rio Claro Football Club, showing its relationship to the advancement of rails Companhia Paulista Railways and the installation of the railway workshops. The idea is to analyze the development of the club, from 1909, the year of its founding, until 1948, when adheres to professionalism. We will discuss the historical contours that mark the emergence of the club, the process of dissemination of soccer through the railway lines, the dependence of Rio Claro F. C. on the aid granted by the Companhia Paulista management, the gradual insertion of merchants and children of Italian immigrants into the routine of the club and the weakening of the paternalism of the railway company. Important to remember that economic development in the West Paulista from the coffee and the consequent arrival of trains stimulated the process of urbanization, creating the basis for contact with new customs and practices, and promoting the formation of the socialization spaces, such as soccer clubs

Em 2012 foi anunciado um pacote econômico do governo que concede à iniciativa privada a operação de estradas e ferrovias pelo Brasil, onde serão investidos R$ 133 bilhões, incluindo a construção de 10 mil quilômetros de estradas de ferro. O dormente é um dos componentes estruturais mais importantes na construção de ferrovias, com a função de receber esforços produzidos pelos veículos ferroviários, amortecer parcialmente as vibrações, transmiti-las ao lastro e manter invariável a distância entre os trilhos (bitola). As madeiras utilizadas no Brasil para a produção de dormentes são de essências nobres. Porém, com a escassez cada vez maior dessas espécies e a exploração ilegal de madeiras nativas consideradas de elevada resistência buscaram-se madeiras alternativas para esse uso como o Eucalipto ou o Pinus de florestas plantadas. Objetivo deste trabalho foi a análise experimental da viabilidade técnica da produção de dormentes pelo método de fabricação da Madeira Laminada Colada utilizando a madeira da espécie de Pinus oocarpa e adesivo poliuretano para atender os requisitos da recém aprovada norma de dormentes ABNT NBR 7511:2013 Dormentes de madeira - Requisitos e métodos de ensaio. Após intenso programa experimental em que foram estudadas diversas configurações de disposição de lamelas visando à otimização do processo de fabricação, foram produzidos dormentes de MLC com configurações diferentes de seção transversal, e realizados ensaios preliminares com a finalidade de atingir as especificações mínimas de norma. Os resultados mostraram que os dormentes em MLC de Pinus oocarpa atingiram os requisitos da norma ABNT NBR 7511:2013 Dormentes de madeira - Requisitos e métodos de ensaio. / In 2012 it was announced a government economic package that grants to private operation of roads and railways in Brazil, which will be invested R$ 133 billion, including the construction of 10,000 km railroads. Sleepers are one of the most important structural components in the construction of railways with the function of receiving actions produced by the rail vehicles, diminish dampen vibrations and transmitting them to the ballast and remain invariant distance between rails (gauge). The timbers used in Brazil to manufacture sleepers are from tropical forest. Considering the scarcity and tropical illegal logging, Eucalyptus and Pines planted forests are a interesting alternative. The aim of this study was experimental analyze of the technical feasibility to produce Glulam sleepers using Pinus oocarpa species and polyurethane adhesive to reach the requirements of the recently approved sleepers standard ABNT NBR 7511:2013 Wood sleepers - Requirements and test methods. After intensive experimental program using various layout settings of lamellae and different configurations of cross-sectional an optimization of the manufacturing process of MLC sleepers was done in order to achieve the minimum standard specifications. Results showed that in MLC sleepers of Pinus oocarpa reached the requirements of the standard ABNT NBR 7511:2013 Wood sleepers - Requirements and test methods.

Made available in DSpace on 2016-04-04T18:21:56Z (GMT). No. of bitstreams: 1 PABLO DIEGO E SOUZA DOS REIS COSTA.pdf: 14105972 bytes, checksum: 59b55ac1ef184a611b800e4928a4c633 (MD5) Previous issue date: 2010-02-24 / The rail spaces Campinas have complex relations to the city, putting the issue on a priority when discussing the urban planning. If at first moment the railroad brought progress, the rail beds and their spaces have become misunderstood in society after the abandonment and decay of the system, allowing agents to undertake its linearity and its cohesion as well as compromising the success of government's proposals for future urban renewal. This research aims to present the problems and possibilities of residual and waste by rail within the contemporary city. / Os espa?os ferrovi?rios de Campinas possuem rela??es complexas com a cidade, colocando o assunto em prioridade ao se discutir o planejamento urbano. Se em um primeiro momento a ferrovia trouxe o progresso, os leitos e estruturas ferrovi?rias se tornaram espa?os incompreendidos dentro da sociedade ap?s o abandono e a decad?ncia do sistema, permitindo a??es de agentes que comprometem sua linearidade e sua coes?o, assim como comprometendo o sucesso das propostas do poder p?blico para uma futura requalifica??o urbana. Esta pesquisa tem o objetivo de apresentar os problemas e as possibilidades desses remanescentes e res?duos ferrovi?rios dentro da cidade contempor?nea.

nÃo hà / Esta investigaÃÃo tem como objetivo analisar os sentidos das experiÃncias de educaÃÃo de adultos e de escolas da RFFSA, construÃdos pelos sujeitos, e sua relaÃÃo com os princÃpios das Teorias ClÃssicas da AdministraÃÃo e da Teoria do Capital Humano, norteadoras das prÃticas administrativas e educacionais da empresa. Tais experiÃncias ocorreram na dÃcada 1970, em Fortaleza-CE, quando a RFFSA jà mantinha escolas para os filhos dos ferroviÃrios e, promovia cursos de alfabetizaÃÃo de adultos direcionados aos trabalhadores de nÃveis mais baixos de escolarizaÃÃo; o domÃnio das habilidades de leitura e escrita e das operaÃÃes bÃsicas de matemÃtica dava-lhes a possibilidade de acesso a novos cargos, de acordo com o que determinava a empresa. Trata-se de pesquisa descritiva e explicativa, de abordagem qualitativa, caracterizada como estudo de caso histÃrico baseado em Bogdan e Bicklen. Os dados empÃricos foram colhidos atravÃs de entrevistas semiestruturadas com seis sujeitos idosos, bem como pesquisa documental. O referencial teÃrico utilizado para as categorias conceituais de educaÃÃo e alfabetizaÃÃo de adultos foram Freire, Haddad e Di Pierro, Saviani, FernandÃz, Carvalho, Costa e Furtado; para as Teorias ClÃssicas da AdministraÃÃo: Silva, Taylor, Fayol, Zanatta e Kuenzer; para a Teoria do Capital Humano: Schultz e Frigotto. Para contextualizaÃÃo das ferrovias, teve como suporte os estudos de Telles, Pereira e Muniz, Mota, Almeida, Azevedo, Possas e Segnini. Outros autores foram incluÃdos para referendar a anÃlise que, pautada na dialÃtica, busca analisar as circunstÃncias e as contradiÃÃes que ligaram o contexto histÃrico ao sentido das experiÃncias construÃdos pelos sujeitos. Constatou-se que as experiÃncias educativas ocorreram sob a Ãgide da pedagogia tecnicista, de visÃo utilitarista e orientada pelos princÃpios das Teorias ClÃssicas de AdministraÃÃo e da Teoria do Capital Humano, presentes nas polÃticas e nas prÃticas administrativas; desvelavam-se assim aspectos internos caracterÃsticos de uma cultura assistencialista e clientelista, bastante comum à Ãpoca. Evidencia-se que as repercussÃes das experiÃncias de alfabetizaÃÃo e de qualificaÃÃo foram muito mais no Ãmbito pessoal e profissional. Neste sentido, se apresentam para os trabalhadores como a oportunidade de alfabetizaÃÃo e qualificaÃÃo tÃcnica que, apesar de aligeiradas, podem ter contribuÃdo para o acesso a outros cargos e resultado na elevaÃÃo da autoestima, sem que isso representasse significativas mudanÃas nas condiÃÃes de vida e de trabalho. Quanto Ãs experiÃncias nas escolas, propiciou o acesso à educaÃÃo aos filhos dos trabalhadores, e quando interrompidas geraram perdas tanto para os trabalhadores e suas famÃlias, como para as professoras. Constata-se, portanto, que os sentidos das experiÃncias nÃo confluem na mesma direÃÃo para todos os sujeitos, mas podem ser traduzidos como movimentos constantes de luta dos trabalhadores no sentido de mobilizaÃÃo-desmobilizaÃÃo, dominaÃÃo-resistÃncia, controle-ousadia. Verifica-se que, nos anos 1970, triunfa o poder desmobilizador do Estado autoritÃrio que, em nome da racionalidade, provoca a diminuiÃÃo do quadro de empregados, o fechamento das escolas com a supressÃo do ensino primÃrio para, nas dÃcadas seguintes, culminar no processo de privatizaÃÃo da estatal, em consonÃncia com a pauta neoliberal.

Submitted by Daniella Santos (daniella.santos@ufma.br) on 2017-11-22T16:02:27Z No. of bitstreams: 1 HeygonAraújo.pdf: 4678551 bytes, checksum: 923410aa48c69f8cf3b40b930eaa71fb (MD5) / Made available in DSpace on 2017-11-22T16:02:27Z (GMT). No. of bitstreams: 1 HeygonAraújo.pdf: 4678551 bytes, checksum: 923410aa48c69f8cf3b40b930eaa71fb (MD5) Previous issue date: 2017-07-13 / The definition of the best sequence on route duplication of freight systems consists of a complex NP-hard problem. There exists a huge variety of meta-heuristics (MH) capable of generating satisfactory solutions. However, it is fastidious to know which MH will produce the best solution for a Duplication Sequence Problem (DSP). This paper proposes a process development methodology which guides to evaluate the best duplication sequence comparing the MH’s performance with existing approaches such as linear analytical method (LAM), and thus to ensure that the system has its capacity maximized in the possible shortest time interval. If this sequence is prioritized incorrectly, it tends to generate wastes such as time and currency in new routes which will not add system capacity in short term. The potential of this methodology is demonstrated by a case study in railways. / A definição da sequência ótima de duplicação em vias de sistemas de transportes de cargas consiste de um problema de complexidade intratável. Existem uma grande variedade de Meta-heurísticas (MHs) capazes de gerar soluções satisfatórias. Entretanto, é fastidioso conhecer a MH que produzirá a melhor solução para um dado Problema de Sequenciamento de Duplicação (PSD) . Não há na literatura uma metodologia para estruturar, planejar e controlar algoritmos e processos na modelagem das variedade de MHs aplicadas para encontrar a solução ótima neste tipo de problema. Este trabalho apresenta uma metodologia de desenvolvimento de processo o qual busca pela sequência ótima de duplicação em um dado sistema de transporte comparando a performance de MH com abordagens existentes, tais como método analítico lineares (MALs), e desta forma garantir que o sistema tenha sua capacidade maximizada no menor intervalo de tempo possível. Caso esta sequência seja priorizada de forma incorreta, a tendência será o desperdício de tempo e dinheiro em novas vias as quais não agrerarão capacidade ao sistema no curto prazo. O potencial desta metodologia é demonstrado através de um estudo de caso em ferrovias.

The basic objective of this research was to assess the suitability of Total Quality Management (TQM) via the International Standards Organization (ISO) 9000/2000 quality accreditation system route for bringing about organisational transformation in the Indian Railways and to develop an India specific model for taking an ISO certified organization towards TQM.The first part of the research aimed at getting the ‘as is’ and ‘should be’ status of Indian Railways from an organisational change point of view. Based on the work carried out by Khandwalla (1995), a series of open-ended and close-ended questions were asked to the senior members of Indian Railways. Analysis of their responses was undertaken. It indicated that the way they thought Indian Railways should change was in line with the TQM model of change.The culture-TQM fit was studied as a part of this research. ‘Hierarchy’ (or power distance) and its related concept ‘collectivism’ were identified as the two cultural constructs which affect the successful implementation of TQM. The second part of the research aimed at measuring the hierarchical orientation among the employees of Indian Railways. This was measured on three dimensions of ‘dependency proneness’, ‘personalised relationship’ and ‘status consciousness’ based on the work done by Sinha (1995). It was found that among the three dimensions, ‘status consciousness’ and ‘dependency proneness’ were more deeply entrenched cultural traits among Indian Railway employees as compared to ‘personalised relationship’. On the two dimensions of ‘status consciousness’ and ‘dependency proneness’, the class 1 officers of Indian Railways were less hierarchy conscious than the class 2 officers who, in turn, were less hierarchy conscious than the supervisors. The tendency for ‘personalised relationship’ did not vary significantly either across the class 1 officer, class 2 officer and supervisor categories or across different age groups. Further, employees less than 30 years old, from 31 years to 50 years old and more than 50 years old, demonstrated similar level of ‘status consciousness’ and ‘dependency proneness’. This shows that at least in the Indian Railways, even among the younger generation, notwithstanding 15 years of liberalisation, hierarchical orientation continues to be a powerful cultural trait.The third part of the research aimed at understanding the impact of ISO 9000 implementation in the Indian Railway units. It was found that, contrary to the literature, there was no resistance to implementation of ISO based change in the Indian Railways. This research argues that because of their strong sense of identity with their work group, the employees of Indian Railways are more amenable to an internal leader initiated change. Hence there was no resistance to change.The fourth part of the research was an action research project aimed at ISO 9000:2000 certification of a warehousing unit in the Indian Railways. This was carried out to investigate the way organisational learning occurred during ISO certification. Three action cycles were conducted over a period of two months. Seven months later, one additional cycle was completed. Special care was taken to see that the conclusions arrived after one cycle were validated from other sources. It was found that departmentalism and lack of team spirit are major problems in Indian Railways. Both are ascribed to the caste system in India. It is hypothesised that since an Indian Railway employee remains in a department throughout his/her career, the department becomes his/her ‘professional caste’. The research then identifies an Indianised version of leadership in the context of organisational change. It hypothesises that hierarchical teacher-student (guru-shishya) relationship with the leader invokes personal bases of power which promotes change in India. The teacher-student (gurushishya) relationship with the leader is conceptually similar to ‘intellectual stimulation’ factor of transformational leadership. The ‘personalised relationship’ with a more equitable slant can be elevated to the status of ‘individualised consideration’ factor of transformational leadership and the Nurturant Task (NT) leadership model of India is conceptually similar to the contingent reward factor of transformational leadership.In the context of TQM, this research hypothesises that there is a sequential relationship among the critical success factors (CSFs) of TQM. For this, one should begin by framing process-based quality procedures and quality objectives. Process based quality procedures and quality objectives lead to development of team orientation in the context of TQM implementation. Similarly, a multi-tier Corrective and Preventive Action (CPA) reinforced with a reward and recognition system, positively intervenes in the transition of an ISO certified organization towards TQM.The learning arrived at in different parts of the research was finally integrated into a model for transforming an ISO certified unit towards TQM. The model shows that propagation of customer satisfaction as a value and not just as a measurement- as in a customer satisfaction index – is key for replacing some of the dysfunctional traditional Indian values which do not fit in a liberalised economy. More specifically, the compulsion of implementing a ‘Corrective / Preventive Action’ makes a person come out of his/her traditional moorings and thus begins his/her socialisation outside his/her ‘professional caste’. The reinforcing effect of successive improvement inculcates a feeling of team spirit among members of different functional groups. Successive CPAs supported by a suitable reward system and an Indianised version of leadership mentioned earlier create a spiral vortex which continually pulls the organization towards achieving TQM.Finally, this research establishes a link between the soft system methodology and an India specific cultural dimension called ‘context sensitivity’. The researcher argues that it is because of context sensitivity of Indians that no resistance to change was found during ISO implementation in Indian Railways. This also explains why post liberalisation Indians have been able to make a mark in the world.

<p>In this dissertation the construction of two coastal railways, the East Coast Line and the Bothnia Line, in the <i>Norrland</i> region of northern Sweden is used as a case study of how regionally based interest groups are formed, and how they gain access to decision-making processes on a national level. In periods when a number of preconditions were in place, a window of opportunity opened for the coastal railway that the regional elites could exploit. Among these was the ability to form a coherent regional interest group, through institutions that created platforms and power-bases that enable regional elites to co-operate and act on regional and national levels.The existence of an institutional framework that was adapitve towards regional railway promotion was also important. The study shows that the coastal railway had a very flexible role on the agenda, as it provided a fixed solution against which actors could pin a multitude of different problems. An important factor for explaining the development of the coastal railway question in <i>Norrland</i> was the ideological notion of the region itself. Being a vast, resource-rich and sparsely populated region, <i>Norrland</i> had almost always received special consideration in both public opinion and national policy making. It also created a remarkable stubbornness among the regional actors in working for the coastal railway. Regional interest groups had also learnt that linking their claims to <i>Norrland's </i>peripheral position had high legitimacy on the national arena, by claiming the need for regional fairness and/or the national importance of the regional export-intensive industries. This was instrumental in justifying the repeated exemptions from the national railway policy regimes that ultimately were decissive in making the regional elites successful.</p>

In this dissertation the construction of two coastal railways, the East Coast Line and the Bothnia Line, in the Norrland region of northern Sweden is used as a case study of how regionally based interest groups are formed, and how they gain access to decision-making processes on a national level. In periods when a number of preconditions were in place, a window of opportunity opened for the coastal railway that the regional elites could exploit. Among these was the ability to form a coherent regional interest group, through institutions that created platforms and power-bases that enable regional elites to co-operate and act on regional and national levels.The existence of an institutional framework that was adapitve towards regional railway promotion was also important. The study shows that the coastal railway had a very flexible role on the agenda, as it provided a fixed solution against which actors could pin a multitude of different problems. An important factor for explaining the development of the coastal railway question in Norrland was the ideological notion of the region itself. Being a vast, resource-rich and sparsely populated region, Norrland had almost always received special consideration in both public opinion and national policy making. It also created a remarkable stubbornness among the regional actors in working for the coastal railway. Regional interest groups had also learnt that linking their claims to Norrland's peripheral position had high legitimacy on the national arena, by claiming the need for regional fairness and/or the national importance of the regional export-intensive industries. This was instrumental in justifying the repeated exemptions from the national railway policy regimes that ultimately were decissive in making the regional elites successful.

This study deals with the relationship between communications networks and economic structure in medium-sized Swedish towns 1850-1970. Medium-sized towns have been defined as those which were ranked 4th-20th in terms of population at two points in time: in the year 1900, when industry had established a foothold and the most important railways had been built, and in the year 1970, at the end of the period studied. This means that the group studied comprises 22 towns. The communications networks which are examined are shipping, railways and roads. The economic structure is studied at various levels from economic sectors to sub-branches.Two measures have been constructed for the purpose of establishing the positions of the towns in the communications networks: accessibility and nodality. The former is calculated on the basis of distance from other towns and their populations. The latter is computed via quantification of the towns' access to the links of the respective networks and an assessment of the quality of these.Statistical relation analyses of correlation and regression type have been the principal method of analysis, which has been supplemented, however, by information culled from urban monographs and other studies.The study shows that there is a relationship between communications networks, primarily the railways, and the transformation of the towns' economic structures during the first half of the period studied. The predominant alignment of this relationship appears to be that the structural transformation precedes the expansion of the railways. Among the various economic sectors, the relationship between industry and the railways is the clearest. The relationship changes direction with the passage of time and can be divided into four phases:1.1850s - 1870s. The towns with strongest population and industrial growth attract railways to themselves and are themselves most active in expanding the railways. A weak correlation between accessibility of towns in the shipping network and industry dwindles away when the railways begin to expand.2.1870s - 1900. The relationship between industry and railways is two-way.3. 1900-1950.The building of the most important railways is completed. Industry continues to adapt to accessibility within the railway network.4.After 1950. The medium-sized towns begin to be deindustrialised as the service sector undergoes vigorous growth. The correlation between industry and railways weakens.On the other hand a supplementary study of conditions at regional level shows that railway expansion preceded structural change. In the rural parts of Sweden the railways were an important driving force behind urbanisation and industrialisation, and they created a special type of new population centre -"station villages", as they were called - which came to function as industrial focal points in the countryside. Many of these station villages rose to the status of towns later on.At lower levels of the economic structure the relationships between economic activities and communications networks are not statistically guaranteed as a rule. This is interpreted to mean that at first it was only large aggregates such as population density and total industry that were capable of influencing railway expansion. In similar fashion the railways later became a factor exercising influence primarily at the macro level, while at the micro level they formed only a base on which a number of other location factors were collected and evaluated before the individual firms reached their decisions. / digitalisering@umu