Thesis (Ph. D.)--Louisiana State University, 2003. / Vita. Includes bibliographical references (p. 385-398).

Diss.--Northwestern university. / Bibliogr. p. 257-261. Glossaire.

Submitted by Fernanda Aparecida Fabri null (fabri.fernanda@gmail.com) on 2017-12-19T18:36:52Z No. of bitstreams: 2 Fernanda Fabri_versão final.pdf: 5613223 bytes, checksum: 518c8d1c7033c0a51b303ae58945407c (MD5) Fernanda Fabri_versão final.pdf: 5613223 bytes, checksum: 518c8d1c7033c0a51b303ae58945407c (MD5) / Approved for entry into archive by Maria Marlene Zaniboni null (zaniboni@bauru.unesp.br) on 2017-12-20T13:23:24Z (GMT) No. of bitstreams: 1 fabri_fa_me_bauru.pdf: 5613223 bytes, checksum: 518c8d1c7033c0a51b303ae58945407c (MD5) / Made available in DSpace on 2017-12-20T13:23:24Z (GMT). No. of bitstreams: 1 fabri_fa_me_bauru.pdf: 5613223 bytes, checksum: 518c8d1c7033c0a51b303ae58945407c (MD5) Previous issue date: 2017-10-24 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / O período de expansão cafeeira, compreendido entre meados do século XIX e início do século XX, foi crucial para o processo de criação de cidades em São Paulo, acompanhado simultaneamente pela ferrovia em direção as divisas do estado. Pirajuí, situada no, atualmente denominado, centro-oeste paulista, apesar de localizar-se no caminho percorrido pela Estrada de Ferro Noroeste do Brasil, não conseguiu que os trilhos ali aportassem. A EFNOB, que teve as obras iniciadas em 1905 em Bauru-SP, e seguia em direção a uma região praticamente não explorada pelo homem branco, sem ocupação urbana, no rumo do atual Mato Grosso do Sul, diferentemente do esperado, passa ao largo da vila. Contudo, vinte anos mais tarde, a cidade conseguiu desenvolver-se a ponto de ser conectada a linha tronco através de um ramal. Sendo assim, este trabalho busca discorrer sobre a formação peculiar do município, analisar sua relação com a ferrovia e determinar quais fatores o levaram a se desenvolver de maneira célere, mesmo a distância dos trilhos e, ainda, sob quais influências a construção do ramal ocorreu. A metodologia a ser empregada divide-se em quatro etapas: 1ª - A Formação de cidades em São Paulo durante a expansão cafeeira. 2ª - A história da cidade de Pirajuí e sua relação com a ferrovia. 3ª - Levantamento dos trajetos da EFNOB em relação a Pirajuí. 4ª - Investigação sobre quais os fatores levaram a criação do Ramal Pirajuhy, junto a linha tronco da EFNOB. Resultados esperados: Ampliação do conhecimento sobre a história das formações urbanas no estado, sua relação com o café, a ferrovia, e verificar as influências que norteavam as transformações urbanas da época. / The coffee expansion period from mid-nineteenth century and early twentieth century was crucial to the process of creation of cities in São Paulo, accompanied simultaneously by the railroad toward the state mottos. Pirajuí, located in what is now called the center-west of São Paulo, although locate on the path taken by Brazil Northwestern Railroad did not get the rails go through there. The EFNOB, which started in 1905 in Bauru-SP, and headed toward a region practically unexplored by the white man, without urban occupation, in the direction of the present Mato Grosso do Sul, village. However, twenty years later, the city was able to develop to the point of being connected to the trunk line through a branch. Thus, this work seeks to discuss the peculiar formation of the municipality, to analyze its relation with the railroad and to determine what factors led it to develop in a fast way, even the distance of the rails, and still under what influences the construction of the branch occurred. The methodology to be used is divided into four stages: 1 - The formation of cities in São Paulo during the coffee expansion. 2ª - The history of the city of Pirajuí and its relation with the railroad. 3rd - Survey of the EFNOB routes in relation to Pirajuí. 4th - Investigation of the factors that led to the transfer of the EFNOB trunk line. Expected results: Expansion of knowledge about the history of urban formations in the state, its relationship with the coffee, the railroad, and check the influences that shaped the urban transformations of this period.

Esta dissertação aborda a ética da memória em sua relação com a pesquisa e a cidade, onde afirma uma estética do trágico. São Salvador e Salvador do Sul apresentam-se como retratos espaço-temporais de uma paisagem incessantemente estremecida e redesenhada, a partir dos efeitos produzidos pela ferrovia com a sua chegada e após a sua retirada. A intervenção, que durante o trabalho de conclusão de curso da pesquisadora reuniu os antigos moradores desta comunidade, oferece pistas a serem cartografadas, no sentido do transbordamento das linhas na graduação arregimentadas e com a dissertação implodidas e multiplicadas. Opera-se uma dobra nos processos anteriormente vivenciados, seja ao escutar o trem em suas intensidades pelos senhores(as) atualizadas, seja ao narrar o improrrogável desfazimento das cenas da pesquisa outrora testemunhadas. A ficção permite a um só tempo afastar-se, deslocar-se e reinventar-se diante do passado transcorrido e não mais reiterado, exceto como resto e como traço inacabado. A escrita prossegue e o faz agenciando desvios e modos de existência até então insuspeitos: a matéria-prima sobre a qual se debruça é tão efêmera quanto ela mesma. A ética aqui em questão pauta-se pela inevitável provisoriedade dos contornos da cidade, para em seguida discutir a fugacidade do texto e da própria existência que vem a lhe dar passagem. / This dissertation is about the ethics of memory in its relation to research and city, where it affirms the aesthetics of tragedy. São Salvador and Salvador do Sul present themselves as space-time portraits of a landscape that has been shaken and redesigned incessantly, from the effects produced by the arrival and departure of the railroad. The intervention, which gathered together the old inhabitants of this community during the course conclusion paper of the researcher, offers clues to be mapped in the sense of overflow of the lines assembled during under-graduation and that were imploded and multiplied with this dissertation. A fold happens in the processes previously lived, whether when hearing the train in its updated intensities by local elderly people, whether when narrating the undelayable undoing of scenes of the research once witnessed. Fiction allows, all at once, distancing, moving and reinventing oneself before the elapsed past and not repeated anymore, except as remnant and unfinished trace. Writing proceeds and does that by managing diversions and ways of living unsuspected until then: the raw material on which it leans out is as ephemeral as itself. The ethics in question here is conducted by the inevitable temporariness of the outline of the city, to subsequently discuss the fugacity of the text and existence itself that comes to give way.

Railway foundations play an integral role in controlling the stability of the overlying track structure and the maintenance of the overall track geometry. Premature failures of railway track foundation are likely to result in frequent maintenance, which may entail significant costs since railway track foundations are less easily accessible than the other layers of railway track. Premature failures of track foundations may arise if the service loads exceed the design specifications, but may also develop as a result of the shortcomings of the design codes to simulate in situ stress paths, which involve cyclic stress changes in the horizontal as well as vertical direction, which result in principal stress rotation (PSR). Laboratory investigations have suggested that cyclic changes in the horizontal as well as vertical direction may result in a higher rate of plastic strain accumulation than cycling the vertical stress only. The effect of PSR on the soil stiffness is less certain however. Furthermore little consideration has been given to how the gradation of different soils may affect in situ drainage conditions and therefore influence the rate of railway track deterioration during PSR. A knowledge gap exists as to how cyclic changes in the directions of principal stresses may affect the pore pressure and stiffness of soils under different drainage conditions. In order to improve our understanding of the effects of PSR on the long term performance of railway track foundations, a series of laboratory tests were conducted which investigated the effects of cyclic changes in the direction of principal stresses on the pore pressure, stiffness and susceptibility to failure of saturated railway track foundation soils under different drainage conditions. The investigated sand-clay mixes were selected so as to replicate the gradation of an in situ railway track foundation. It was found that even small additions of clay to the volume of a sand significantly affected the response of the mixes during cyclic changes in principal stress direction. Moderate additions of clay in the pore space of a sand reduced the susceptibility to principal stress rotation by reducing the tendency for excess pore pressure generation and by increasing the cyclic shear stress the mixes were able to sustain before rapid plastic strain accumulation occurred. Increases in principal stress rotation below the cyclic shear threshold increased the resilient stiffness of the sand-clay mixes, however once this threshold was exceeded rapid stiffness degradation occurred. Below the cyclic shear threshold, the response of the mixes was stable over a high number of loading cycles and no abrupt fatigue failures were observed. The sand-clay mixes were sensitive to even small changes in the magnitude of PSR near the cyclic shear threshold. Small increases in PSR could trigger the sudden collapse of a previously stable sand-clay mix. Under conditions where the rate of pore pressure dissipation was regulated by the permeability and the volumetric compressibility of the soil, the sand clay mixes with moderate additions of fines were stable over a range of cyclic increases in PSR which correspond to the maximum expected changes in magnitude within the depth of a ballasted railway track foundation.

No description available.

In recent decades the Public Private Partnership (PPP) has been widely regarded as an innovative way to construct transport infrastructures and to improve the quality of service. As the number of PPP cases has increased, many countries have tried to standardise PPP models to minimise the costs of trial and error. South Korea, where 426 PPP projects have been undertaken since 1994, usually preferred the BTO (Build-Transfer-Operate) model for transport. In the BTO model, the private sector recoups its investment by charging end users directly and hence should bear the traffic demand risk. However, the Korean Government shared the demand risk through a minimum revenue guarantee to induce private sector involvement, and this led to many criticisms of the BTO model. Tariffs in the BTO case were much higher than those of public operators, but the Government still had to pay large amounts of guaranteed revenue. Thus, BTL (Build-Transfer-Lease), where the demand risk is on the public sector, has become an alternative model. The BTL is the “service sold to the public sector” model which is similar to the DBFO (Design-Build-Finance-Operate) in the UK. This thesis examines which of the BTO and the BTL PPP models is optimal to save governmental expenditure for transport infrastructures such as road and rail. Appropriate traffic demand risk sharing, which a particularly controversial issue in South Korea, is explored. These research objectives are examined through five case studies: the Incheon Airport Expressway and the Oksan-Ochang Expressway cases for road PPP; the Incheon Airport Railway, the Daegok-Sosa Railway and the Seoul Metro 9 cases for rail PPP. Through a detailed literature review and five case studies, the thesis shows that the optimal PPP model, which is measured by the VFM (Value for Money) assessment, needs to satisfy the interests of public sector, private sector, and end users. Based on these assessments and including these three viewpoints, it is concluded that the optimal PPP model for road can be the BTL where the public sector can save expenditure or reduce the level of tariff. Traffic demand risk for roads is relatively low, so the public sector does not have to transfer it to the private sector with high profit rate. In the case of rail, the limited revenue and high cost make a project difficult to be financially free standing by the BTO model. However, the BTO can be a better option in urban rail if traffic demand risk is shared appropriately.

The relationship between computer technology and supervision is examined with reference to new empirical evidence drawn from a study of the computerisation of freight operations in British Rail. Attention is focused on the extent to which computerisation allows for a more integrated system of management control, and the possibility of devolving additional elements of control from middle management to the local supervisory level. Contemporary research often claims that the first-line supervisor is becoming more peripheral to the direct control of operations, as computerised equipment takes over the execution of many supervisory tasks, and as operatives who are skilled in the use of new technology overtake the apparent skill superiority of first-line supervisors. This thesis contends that it is misleading to focus on the 'pure' role of the first-line supervisor when studying the effects of computer technology on supervision. The main body of empirical data is drawn from an in-depth study of the effects of change in five traditional marshalling yards in three British Rail regions. The case study examines how the application of a comprehensive computer system to process and transmit information over diverse and spatially distant freight yards can transform the distribution of responsibilities for operational control within management. It is argued that the redistribution of management control functions over a network of organisational levels has resulted in a far more complex redefinition of supervision than is implied by the apparent erosion of the role of the first-line supervisor. A broader conception of supervision is presented in order to explain changes in the distribution of supervisory tasks across various supervisory levels, within the context of changes in work organisation and the system of management control. Finally, it is argued that whilst computerisation may erode the traditional basis of supervision, it may also result in the emergence of a new type of computer-oriented supervisor, whose role is to use the 'realtime' information provided by the computer to co-ordinate and control previously diverse areas of production or service operations.

While technical failures remain the most common triggers for overruns in metro projects, the causes have not typically been deficiencies in the underlying engineering principles but in project management. This work involves the complementary use of requirements and risk management processes and real options theory. The Crossrail project provides a case study with a scheme design for an underground station at Farringdon being considered in detail. The requirements process documented in this research is capable of providing an interactive format for managing project requirements and importantly, any changes that are made to them. This is achieved using commercial software (Telelogic DOORS®) and it is shown that this process is effective when working on multidisciplinary metro projects. This process is then expanded to consider the interaction between risks on a project. This is identified as being crucial given the impacts that technical, project and external risks can have on each other. The developed risk process therefore allows the interactions between all risks to be recorded and provides a holistic view of all risks for management purposes. The requirements and risk processes are complemented by a fuzzy logic methodology to evaluate global and elemental risks (such as political or client risks). Over 50 external risk factors which are known to have caused overruns on previous projects are identified and the performance of Crossrail is evaluated against each risk factor by way of a questionnaire circulated to industry professionals. An approach to avoiding cost overruns is demonstrated by the application of real options theory where the chosen design for Farringdon station is developed alongside an alternative design. Real options theory is used to value the cost of implementing the design alternative should it be needed during the project construction cycle due to cost increases and the potential occurrence of major risks. This implementation cost is presented as a fixed cost agreed prior to construction rather than being an added cost to the agreed budget once construction has started. It is proposed that using real options in this context can avoid significant cost overruns by predetermining the value of payments to be made for changing from one design to another. This thesis will show how additions and adjustments to existing processes and the inclusion of real options valuation in the procurement of metro projects can help practitioners avoid cost overruns in a metro rail project.

No final do século XIX a cidade de Porto Alegre construiu uma ferrovia, para atender demandas de saneamento. Em seguida começou também a transportar passageiros para a zona sul da cidade, na orla do lago Guaíba. Este trabalho estuda o impacto que a ferrovia causou nessa região da cidade, e como foi sua urbanização a partir de então. É analisado como foi esse comportamento sob as questões teóricas do urbanismo. Permite ter um quadro da situação atual, dos diferenciais da zona sul, e quais as tendências para o futuro. / At the end of the 19th century the city of Porto Alegre built a railroad, designed to answer the new sanitation demands of the city. Later on, it began to also transport passengers to the southern side of the town, along the edges of the Guaiba lake.This work studies the impact the railroad has caused in this region of the town, and its urbanization since then. We analyse this behavior under urbanism theoretical questions. It allows a picture of the current situation, the differentials of the southern boroughs, and its tendencies for the future.