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FundaÃÃo de Amparo à Pesquisa do Estado do Cearà / Importantes transformaÃÃes, conhecidas como globalizaÃÃo, estÃo ocorrendo na economia mundial e imprimem, à todos os paÃses, necessÃrias mudanÃas na forma de administrar suas economias. Entretanto, a globalizaÃÃo se processa de forma conservadora, acentuando histÃricas desigualdades sociais e regionais, alÃm de criar novas desigualdades. Sendo impossÃvel de se atingir, pelas livres forÃas de mercado como preconizado pelo neo-liberalismo global, o Desenvolvimento requer planejamento governamental visando direcionar, equilibrar e distribuir no espaÃo, o crescimento da atividade econÃmica, alÃm de garantir a distribuiÃÃo da renda gerada pelo crescimento econÃmico pelo conjunto das unidades familiares. Entretanto, o Estado do Cearà tambÃm adotou o receituÃrio neo-liberal-global, enfatizando o crescimento econÃmico e a atraÃÃo de investimentos externos, como vetores principais de seu processo de desenvolvimento, sem preocupaÃÃes de distribuir equilibradamente por entre suas regiÃes e populaÃÃes o produto deste crescimento. No final da dÃcada de oitenta e inÃcio da dÃcada de noventa, mudanÃas na base do setor primÃrio cearense se iniciaram e este, passou a esboÃar tendÃncia de integraÃÃo entre os setores agrÃcola e industrial, dando origem ao agronegÃcio ou agribusiness. O governo cearense percebendo, as potencialidades da regiÃo da Ibiapaba, para a produÃÃo agrÃcola e, tambÃm, necessitando incentivar em uma outra matriz, o âdesenvolvimentoâ do Estado, optou por investir intensamente, a partir de 1998, em agricultura irrigada polarizada. Dentro de sua visÃo particular de âagronegÃcioâ e de âdesenvolvimentoâ, o principal passo adotado para o setor agrÃcola pelos Governos das MudanÃas - a partir de Tasso Jereissati - foi conceber pÃlos de crescimento agrÃcola: agropÃlos, dentre os quais o da Ibiapaba. Neste contexto, esta dissertaÃÃo tratou de correlacionar, de modo geral para o Cearà e, particularmente para esta a regiÃo, Desenvolvimento, PolÃtica de AgronegÃcios e PolÃticas de Transportes. Tratou de analisar se PolÃticas de Desenvolvimento Regional Global, devem ou nÃo, preceder PolÃticas Setoriais tanto em termos de infra-estruturas de transportes, quanto em termos de agronegÃcios, ou se à possÃvel obter resultados duradouros, para o desenvolvimento regional, sem a clara definiÃÃo e aplicaÃÃo destas. / Major transformations, known as globalization, are taking place in the world economy and these are making necessary, to all countries, to undertake the adequate changes in the manner of managing its economies. However, globalization is being processed in a conservative way, highlighting historical social and regional inequalities, besides generating new inequalities. Rendering it impossible to achieve by the marketâs free forces as set up by the global neoliberalism, Development requires governmental planning aiming to direct, balance and distribute, within the space, the economic activities growth, besides warranting the distribution of income generated by the economic growth coming out from the family units. In spite of all that, the State of Cearà has also adopted the neo-liberal-global prescription, focusing on economic growth and the attraction of foreign investments as the main vectors of its development process, without concern for the balanced distribution among its regions and populations of the product provided by this growth. In the late 80âs and early 90âs, changes started to occur in the State of Cearà primary sector base and this sector started to display a slight trend towards the integration of both agricultural and industrial sectors, this was the inception of agribusiness. The State of Cearà administration, noticing the potential of the Ibiapaba region for the agricultural production, and as it needed as well to foster in another matrix the stateâs âdevelopmentâ, it has chosen to invest heavily, as from 1998, in the polarized irrigation agriculture. Within the administrationâs private view of âagribusinessâ and of âdevelopmentâ the main measure adopted for the agricultural sector by the stateâs governments for changes starting from Tasso Jereissati â was to conceive agricultural growing poles, among which lies Ibiapaba. In this context, the current dissertation endeavor to correlate, in a general manner for the State of CearÃ, and in particular to this region, Development, Agribusiness Policies and Transportation Policies. An analysis was carried out to verify whether Global Regional Development Policies should or not precede sectorial policies, both in what concern transportations infrastructure, as well as in agribusiness features, or whether it is possible to obtain long lasting results for the regional development without a clear cut definition and application of these Text.

L'objectif de faire transporter plus de marchandises par le train est un leitmotiv des politiques de transport depuis les années 1990, notamment à l'ère du développement durable. Cette thèse analyse les formulations et les recompositions d'énoncés de politique de fret ferroviaire en France et en Allemagne entre les années 1990 et 2010, à travers l'étude de quatre cas. Le développement durable a diversement servi des énoncés réformateurs, légitimant parfois des mesures totalement différentes sur l'un et l'autre terrain. La réforme allemande des chemins de fer de 1994, dont la préservation de l'environnement n'était qu'un des objectifs, a abouti après un processus large d'intéressement des acteurs et la construction d'une conviction partagée de la nécessité de mener une réforme d'ampleur. Le récit de sa réussite a contribué à verrouiller l'énoncé de 1994, obligeant les acteurs souhaitant réformer certains éléments de la politique des transports à redéfinir le problème du fret ferroviaire, notamment lors de l'élaboration du Masterplan (2007-2008), pour proposer de nouvelles solutions. L'injonction au développement durable a été autrement mise en avant en France sous le ministère Gayssot pour légitimer un soutien public d'ampleur à Fret SNCF. Les usages du développement durable se transforment dans les années 2000 et à l'occasion du Grenelle de l'Environnement, donnant lieu à des énoncés réformateurs partiellement concurrents, qui peinent à s'imposer. Le résultat de la thèse encourage l'étude des batailles argumentatives qui rythment l'élaboration de l'action publique, pour en tracer les changements. / Transporting more goods by train is a leitmotif of transport policies since the 1990s, at the age of sustainable development. This thesis analyzes the formulations and recomposition of policy statements on rail freight in France and Germany between 1990 and 2010, through the study of four cases. Sustainable development has variously served reforming statements, sometimes legitimizing totally different measures. The German railway reform of 1994, in which the preservation of the environment was only one of the objectives, resulted after an extensive process of interessement and building a shared belief on the need for a major reform. The narrative on its success helped locking the statement, forcing those wishing to reform certain aspects of transport policy to redefine the problem of rail freight, particularly during the Masterplan (2007-2008), to propose new solutions. Sustainable development has otherwise been put forward in France under the Ministry Gayssot to legitimize public support to Fret SNCF. The struggling definitions of “sustainable transport” resulted in competing policy statements. These results encourage the study of argumentative struggles in the policy process, to trace its changes.

p. 1-163 / Submitted by Santiago Fabio (fabio.ssantiago@hotmail.com) on 2013-03-19T18:02:29Z No. of bitstreams: 1 22222.pdf: 1050858 bytes, checksum: ce4219fa73772a7da834a80afb30904e (MD5) / Approved for entry into archive by Tatiana Lima(tatianasl@ufba.br) on 2013-04-03T18:56:07Z (GMT) No. of bitstreams: 1 22222.pdf: 1050858 bytes, checksum: ce4219fa73772a7da834a80afb30904e (MD5) / Made available in DSpace on 2013-04-03T18:56:08Z (GMT). No. of bitstreams: 1 22222.pdf: 1050858 bytes, checksum: ce4219fa73772a7da834a80afb30904e (MD5) Previous issue date: 2005 / Este estudo tem como objeto os consórcios de operação formados por empresas de ônibus no município de Porto Alegre na década de 90. O seu principal objetivo foi o de investigar se os benefícios assegurados pelo modelo de organizações em rede podem ser estendidos aos consórcios gaúchos. De forma secundária, buscou-se caracterizar a estrutura de organização, entender o seu processo de formação e identificar que mudanças sofridas pelo transporte público de Porto Alegre no período 1990-2005 lhes podem ser atribuídas. A pesquisa se desenvolveu com base em fontes secundárias e a partir de entrevistas com informantes-chave do sistema de transporte local, empresários consorciados, gestores públicos e representantes dos trabalhadores do setor. É muito rica a experiência dos consórcios gaúchos, sobretudo nos seus aspectos negociais e institucionais, mas o modelo se traduz, apenas, numa representação imatura ou incompleta do modelo de organizações em rede, não estando pronto a usufruir de todas as suas vantagens, inclusive no que tange à sua manutenibilidade. / Salvador

Indian cities are currently facing various transportation issues like congestion, pollution, urban inequity, high fatality rate due to accidents etc. because of an increase in the ownership of private motor vehicles and their usage. This has prompted many policy makers to search for alternate modal options that are more sustainable than motorized modes. Non Motorized Transport (NMT), which includes mainly walking and cycling in an urban context, do not produce many of the issues associated with motorized modes like congestion, pollution, fatal accidents etc. But, promotion of NMT requires a clear-cut planning strategy, with a lucid understanding of various strategies and their effect on the NMT usage. Present study tries to answer certain pertinent questions, particularly with respect to walking and cycling, which can arise while preparing a plan for promoting NMT in Indian cities. The following are the questions that the author seeks to answer in the present study. 1) Which are the areas inside a city that a planner shall target for promotion of NMT?2) Where shall a planner locate the infrastructures for NMT in these areas?3) What may be the possible impacts of providing these NMT facilities?4) What may be the possible effect of built environment factors on the choice of NMT? Providing NMT infrastructures requires knowledge of location characteristics such as the trip distance of NMT. Present study tries to elicit the existing distance characteristics of walking and cycling in terms of an acceptable trip distance. The household travel data of Bangalore city, for the year 2009, are used in the study. First, a description and a statistical analysis of the walking and cycling trip distances across the subcategories of socio-demographic and regional factors is done. Secondly, the acceptable distance is computed from the cumulative trip length distribution based on the results of the statistical analysis. The socio-demographic and regional factors used in the study include purpose, age, gender, educational level, occupational status, and motor vehicle ownership. The major results include a significant difference between the mean trip distances on foot for the subcategories of variables such as gender (z value, 4.94), whether the respondent owned a private vehicle (z value, -21.2), and whether the trip was made inside the Central Business District (CBD) (z value, -3.93). One of the major implications of this study pertains to requirement of a footpath around main activity centers like bus stations, at least up to a distance of 1385 meters (maximum value for walking as the main mode) and around the bus stops, at least up to a distance of 750 meters (maximum value for walking as the access mode). Next, the present study analyzes the influence of built environment factors –density and diversity -on the mode choice and trip distance of the residents in the Bangalore city. The built environment factors are analyzed, for their marginal effects in the presence of various socio-demographic and alternative attributes, for the two segments -respondents owning at least a personal vehicle and respondents not owning any personal vehicle. The density used is the total density, which was the sum of population density in a zone and employment density in a zone. The diversity index, which was an explainer of the land-use mixture, was set such that, when a zone with small area had employment opportunities comparable with its population, the diversity index would be high. When tested on a holdout sample other than the ones used in the estimation of the mode choice model, for the vehicle-owning group, the model estimated produced a validation accuracy of 93% and 91% respectively for two-wheelers and walking. For the vehicle non-owning group, the prediction success rate was highest for walking (97%), and lowest for public transit (84%). For the vehicle non-owning group, an increase in the density increased the trip distance (parameter values of 0.016 for total density at origin and 0.002 for total density at destination) and decreased the NMT usage (parameter values of -0.036 and 0.038 respectively for cycling and walking for total density at origin, and -0.092 and 0.073 respectively for cycling and walking for total density at destination), but for the vehicle-owning group, the inverse was true. The results for the vehicle non-owning group highlighted the requirement of a policy framework to control the employment and housing location of them in order to reduce their trip distance. In the mode choice model for the personal vehicle-owning group, the similarity between the parameters of the built environment factors across the two-wheeler and NMT reflected the need for adopting policies that would change the attitude of people towards NMT. Also, the trip distance model determined that females preferred a shorter working distance, with a parameter value -0.109 for the vehicle-owning group and -0.04 for the vehicle non-owning group, when compared with males. Lastly, the study develops a methodological framework to determine the sustainability impact on providing NMT infrastructures using a Composite Sustainability Index (CSI). More specifically, the study develops a methodological framework to determine the variation in the CSI on providing NMT -walking and cycling – infrastructure. The methodology establishes a link between the proposed NMT infrastructures and the CSI using two explanatory indicators: 1) number of motorized vehicles and 2) vehicle-kilometers travelled by the motorized modes. The main components of the framework include the estimation of a mode choice model for a study area, calculation of the explanatory indicators for the scenarios before and after providing NMT infrastructures, and determination of the sustainability impact. The proposed framework, along with the acceptable distance determined in the earlier step, is then used to determine the sustainability impact on providing NMT facilities, for a future scenario, inside the CBD of Bangalore and around the bus stops carrying trips to the CBD. Three case studies are presented with the first one considering only intra zonal (CBD) trips, the second one considering only inter zonal trips having CBD as destination, and the third one considering both above mentioned the trips. The results of all the three case studies found an increase in the CSI (0.002 for the first case study, 0.076 for the second case study, and 0.100 for the third case study) for the peak-hour trips inside the CBD, on providing NMT infrastructures. This increase showed an improvement in the sustainability. Further, for the case study 1, which consisted of high percentage of short distance trips, the major beneficiaries of the NMT infrastructures were the low-income group. There was a reduction in public transport trips, of which the main contributors were the low-income group, from 142706.2 to 96410.2.