Este trabalho apresenta uma visão sobre a conceituação e o desenvolvimento tipológico das vias expressas urbanas durante a primeira metade do século XX. Partindo do entendimento das condições que determinaram a sua invenção para, em seguida, analisar o desenvolvimento técnico dessas infraestruturas nos campos da engenharia e do urbanismo. As promissoras possibilidades que as novas velocidades do automóvel ofereciam no início do século entraram imediatamente em conflito com a estrutura física, histórica e social da cidade tradicional. Para que fosse possível mediar tal embate, seria necessário um novo pacto social do uso da rua que segregasse pessoas e veículos, separando-os entre a calçada e o leito carroçável. É a partir da regulamentação do espaço viário dos centros urbanos - concebida pelos primeiros engenheiros de tráfego, nos Estados Unidos, entre as décadas de 1910 e 1920 - que a rua deixa de ser primordialmente espaço público para se tornar infraestrutura, dedicada ao transporte urbano de pedestres e motoristas. No entanto, a partir da década de 1930, devido ao crescimento dos acidentes de trânsito e dos congestionamentos, tornou-se necessário o desenvolvimento de um novo tipo de infraestrutura, que contemplasse as necessidades do carro, permitindo-lhe trafegar em velocidade com segurança. Era preciso construir um espaço absolutamente segregado, sem nenhum tipo de obstáculo, numa ruptura radical entre suas pistas e o restante da cidade. É dessa forma que surge a via segregada de acesso limitado - a via expressa -, um dos momentos mais contundentes da ideologia rodoviarista no espaço urbano, transformando radicalmente sua estrutura física e social. Ao longo do desenvolvimento da via expressa como tipologia por diversos profissionais, na primeira metade do século XX, sua relação com o espaço urbano é enfrentada de forma dialética. Enquanto algumas propostas negavam a cidade tradicional na sua busca por segregação através de novas formas de urbanismo, outras a enfrentaram, cortando a cidade com suas pistas, tornando os centros urbanos acessíveis ao automóvel. A partir da segunda metade do século XX, a síntese se estabelece. Ambas as formas de relação entre rodovia e cidade - de negação e enfrentamento - prosperam, tornando-se parte da realidade inexorável de uma nova condição urbana. Por fim, em contrapartida, a via expressa é analisada de forma abstrata, através da leitura de aspectos culturais, do conceito de \"progresso\" como um mito contemporâneo, bem como as noções de \"lugar\" e \"não-lugar\", à luz das condições impostas pela modernidade do capitalismo pós-industrial. / This paper presents a vision on the conceptualization and the typological development of urban expressways during the first half of the 20th century. Starting from the understanding of the conditions that determined its invention, and furtherly, analyzing the technical development of these infrastructures in the fields of engineering and urbanism. The promising possibilities offered by the automobile at the turn of the century immediately clashed with the physical, historical, and social structure of the traditional city. In order to mediate such a conflict, a new social pact regarding street use would be needed, managing the segregation between people and vehicles. In the United States, between the 1910s and 1920s, the street regulation conceived by the first traffic engineers transformed the public space of the street into infrastructure, dedicated almost exclusively to the urban transportation of Pedestrians and drivers. However, since the 1930s, due to the increase in traffic accidents and congestion, it became necessary to develop a new type of infrastructure, which would meet the needs of the car, allowing it to travel safely at a proper speed. It has become necessary the construction of an entirely segregated space to the car, rid of any kind of obstacle, in a radical rupture between its tracks and the rest of the city. The urban limited-access highway - also known as the \"expressway\" - emerges along this scenario, being one of the most striking moments of the car culture in urban space, radically transforming its physical and social structure. Throughout the development of the expressway as typology by several professionals, in the first half of the twentieth century, its relationship with urban space is dialectically confronted. While some proposals \"denied\" the traditional city through new forms of road design and urbanism, others \"confronted\" it, cutting through the city with its tracks, making urban centers accessible to the automobile. From the second half of the twentieth century, synthesis is established. Both forms of relationship between highway and city - of denial and confrontation - thrive, becoming part of the inexorable reality of a new urban condition. Finally, the expressway is analyzed in a more abstract approach, through the reading of some of its cultural aspects. The concept of \"progress\" as a contemporary myth is also mentioned, as well as the notions of \"place\" and \"non-place\", regarding the conditions imposed by the modernity of post-industrial capitalism.

Submitted by admin tede (tede@pucgoias.edu.br) on 2018-04-16T14:18:48Z No. of bitstreams: 1 JOÃO AUGUSTO DUNCK DALOSTO.pdf: 3358418 bytes, checksum: a29d1a4fc6fcbf9a344c580b1c49e403 (MD5) / Made available in DSpace on 2018-04-16T14:18:48Z (GMT). No. of bitstreams: 1 JOÃO AUGUSTO DUNCK DALOSTO.pdf: 3358418 bytes, checksum: a29d1a4fc6fcbf9a344c580b1c49e403 (MD5) Previous issue date: 2018-02-23 / From 1950 on, road transport infrastructure earned notoriety in the national development plans, which gradually co-opted the participation of other transport modes. The justification for the expansion of the Brazilian road network happened through th rhetoric that they would automatically promote the economic development of the regions contemplated by the investments. Thus, this research has as main objective to seek a better understanding of the effects of investments in transport infrastructure over the territory, inserted in different contexts and scales. To this end, bibliographies were analyzed that describe the effects of investments in transportation in different contexts of insertion, regional historical bibliography and data collection of analysis variables, defined according to criteria of relevance, availability and that are composed of demographic, economic and land indicators. In this way, it was possible to elaborate tables and thematic maps, which made possible the verification of the distribution of the variables in the space, as well as the quantification of the variables in the two groups of municipalities: "crossed" and "not crossed" by BR-158. The conclusions of the research indicate that the BR-158 was, in fact, a structural factor of the geo-economic space of the Northeastern Mesoregion of Mato Grosso, since it directly influenced the land concentration and the retraction of the indigenous territory. In addition, the highway generated concentration: populational, companies and agricultural production, which reflected in the concentration of GDP and Municipal HDI in the proximity of its route. Moreover, the occupation history and the data collected show that road transport infrastructure did not trigger economic growth by itself, since it was inserted within a context of strong state and private interventions, which acted together in the transformations of the studied territory, as well as did not generate uniform effects, represented by the unequal distribution of variables within and between the groups of municipalities "crossed" and "not crossed" by the highway. / A partir de meados da década de 1950, a infraestrutura de transporte rodoviária ganhou notoriedade nos planos de desenvolvimento nacional, a qual passou a cooptar gradativamente as participações dos demais modais de transporte. A justificativa para a expansão da malha rodoviária brasileira ocorreu carregada pela retórica de que elas promoveriam automaticamente o desenvolvimento econômico das regiões contempladas pelos investimentos. Assim, esta pesquisa tem como principal objetivo buscar uma compreensão melhor acerca dos efeitos dos investimentos em infraestrutura de transporte sobre o território, inseridos em contextos e escalas diferentes. Para tal, foram analisadas bibliografias que descrevem efeitos de investimentos em transporte em diferentes contextos de inserção, bibliografia histórica regional, e realizada coleta de dados das variáveis de análise, definidas segundo critérios de relevância e disponibilidade, compostas por indicadores demográficos, econômicos e fundiários. Dessa forma, mediante a elaboração de tabelas e mapas temáticos, possibilitou-se verificar a distribuição das variáveis no espaço, bem como a quantificação das variáveis nos dois grupos de municípios: “cortados” e “não cortados” pela BR-158. As conclusões da pesquisa apontam que a BR-158 foi, de fato, um fator estruturador do espaço geoeconômico da Mesorregião Nordeste de Mato Grosso, visto que influenciou diretamente na concentração fundiária e na retração do território indígena. Também, a rodovia gerou concentração: populacional, de empresas e da produção agropecuária, o que refletiu na concentração do PIB e IDHM nas proximidades de seu traçado. Ainda, o histórico de ocupação e os dados coletados mostram que a infraestrutura de transporte rodoviária não desencadeou por si só o crescimento econômico, visto que se inseriu em um contexto de fortes intervenções estatais e privadas, atuando conjuntamente nas transformações do território estudado, não gerando efeitos uniformes, dada a distribuição desigual das variáveis dentro e entre os grupos de municípios “cortados” e “não cortados” pela rodovia.

Orientador: Pedro Ramos / Dissertação (mestrado) - Universidade Estadual de Campinas, Instituto de Economia / Made available in DSpace on 2018-08-09T15:58:07Z (GMT). No. of bitstreams: 1 Capacle_VivianHelena_M.pdf: 3770098 bytes, checksum: 29632c36177b576b4968c75e1a970d5f (MD5) Previous issue date: 2007 / Resumo: A região Centro-Oeste do país se destaca como um pólo produtor de soja, constituindo-se em um exemplo típico de região de fronteira. A expansão para a área de fronteira agrícola foi incentivada pelo governo, entre os anos 60-70, amparada por uma base infra-estrutural de transportes rodoviários. A partir dos anos 80, pela crise fiscal do Estado, o setor agrícola perde o apoio que tinha e a malha rodoviária brasileira perde participação nos recursos públicos para investimentos em sua ampliação, conservação e restauração. A escassez de investimentos nas rodovias brasileiras tem reflexos sobre a competitividade internacional da soja dos cerrados, uma vez que o principal modal utilizado para o escoamento dessa produção para os portos das Regiões Sul e Sudeste, onde se concentra o seu escoamento é o modal rodoviário cujas vias estão em estado precário de conservação, com destaque para trechos das rodovias BR 163 e BR 364 que são vias importantes na região do Centro-Oeste para a movimentação da produção de soja. Por conta disso, 25% da receita de vendas desta produção está comprometida com os custos internos de transportes, em decorrência da inadequação desse modal às características do produto e às longas distâncias percorridas aliado ao estado precário de conservação da malha rodoviária do país. O objetivo dessa dissertação é demonstrar o problema do transporte da soja produzida na Região Centro-Oeste do país concentrado no modal rodoviário, identificando a ineficiência desse modal. Apontam-se perspectivas e possíveis soluções pela alternativa de concessões rodoviárias e de Parcerias Público-Privadas (PPP) para reverter o estado precário das rodovias brasileiras, além de analisar o uso de modais mais eficientes para o escoamento dessa produção. Concluí-se que os modais hidroviários e ferroviários são mais eficientes para o escoamento da soja do Centro-Oeste do país, em relação ao uso isolado da rodovia, em razão da maior eficiência energética e da maior produtividade para a movimentação de cargas de maior densidade ?maiores distâncias, o que conferiria custos menores de circulação. É o momento de se pensar na matriz de transportes de cargas do pais de forma a desenvolver a intermodalidade com uma oferta maior dos transportes hidroviários e ferroviários além de revitalizar a malha rodoviária para positivas contribuições à economia do país / Abstract: The Center-Western region of the country is known to be a soy production center, being a typical example of frontier region. The agriculture frontier expansion had been encouraged by the government between the 60's and 70's, based on a road transportation infra-structure. At the beginning of the 80's, because of a governmental fiscal crises, the agricultural sector lost its support, and the road infra-structure and conservation lost its investment, due to the lost of participation on public resources. The lack of investment on Brazilian roads reflected on the soy international competition, since the main transportation used to deliver this product to the ports at the South and South-Eastern regions of the country, is made by road¿s, which are in poor states of conservation, highlighting some parts of BR 163 and BR 364, which are very important roads to distribute the soy production at the Center-Western region. For this reason, 25% of this products sales are already accounted for internal transportation costs, due to the inadequacy of the roads to the characteristics of this product and the long distances that have to be filled and the bad conservation state of the Brazilian roads. The objective of this dissertation is to show the soy production transportation problems at the Center-Western region of the country, due to the concentration of this transportation on the road modal, identifying the inefficiency of such modal. There are a few alternatives appointed, such as road concessions and Public-Private Partnership (PPP), the reverse the offal state of the Brazilian roads and to analyze the use of more efficient transportation modals. Concluding that the use of river and rail-road transportation modals are more efficient to transport the soy from the Center-Western region of the country, in relation to exclusive use of roads. This is due to a higher energetic and transportation efficiency due to the movement of higher density cargo at higher distances, what would reduce circulation costs. This is the moment to reflect on the cargo transportation matrix in the country, in such a form to develop a higher river and rail-road offer and to revitalize the roads for positive contributions to the countries economy / Mestrado / Economia Agricola e Agraria / Mestre em Desenvolvimento Econômico

This diploma thesis deals with state aid and financing of transport infrastructure under the EU law. The main aim of the thesis is to answer the question, whether the financing of transport infrastructure is a state aid and if it so, would it be compatible with the internal market. Member States have to ask these questions while they are deciding whether they should use public funds for specific infrastructural project in transportation industry. The thesis is divided into two main parts. In the first part author is focused on airport transportation industry, which has been liberalized since early 90's of 20th century. Thanks to the market opening the completion came in and Commission started to control financing of airport infrastructures. Airports were no longer recognized as an infrastructural facilities and their operators were found as an undertaking in the sense of competition judicature. That is why the first chapter is dealing with the historical excursus of state aid law in the field of aviation infrastructure. The author describes the fundamental decisions of Commission and the Court of Justice of the European Union; a great focus is placed on analysis of the decision on the Leipzig- Halle case. In the third chapter of the first part, there is a deep analysis of the relevant documents...

京都大学 / 0048 / 新制・課程博士 / 博士(工学) / 甲第18256号 / 工博第3848号 / 新制||工||1590(附属図書館) / 31114 / 京都大学大学院工学研究科都市社会工学専攻 / (主査)教授 小林 潔司, 教授 谷口 栄一, 准教授 松島 格也 / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

<p>A major challenge of achieving sustainable development is to balance two critical targets with finite resources: to secure food security for a growing population with rising consumption demands, and to prevent further pollution into the environment and losses in ecosystem services. More importantly, the targets of food production and environment protection are not only related to socio-economic and technological development, but also tangled together both ecologically and economically, in particular regarding competition for land – the necessary natural resource for achieving both targets. In view of this, a comprehensive understanding about how to achieve sustainable development requires integrated analyses of the nexus of agricultural production, land use and environmental protection (the “agriculture-land-environment nexus”), interactions between these components,  and their responses to socio-economic development and policies. </p> <p><br></p> <p>This dissertation consists of three essays focusing on the impacts of environmental protection polices and infrastructure on the agriculture-land-environment nexus. The first essay analyzes how pollution reduction influences ecosystem services, with both a theoretical model and also empirical analysis with city-level data from China. Existing literature from the environmental and ecological fields reports that pollution reduction contributes to ecosystem services, but the ecosystem effects via economic channels remain under-addressed. We find when integrated together with an economic system, the reduction of pollution causes losses in the area of natural land that supports ecosystem services, which is further supported by empirical evidence. This finding emphasizes the importance of taking ecosystem effects into account on the design, implementation and evaluation of pollution control policies.</p> <p><br></p> <p>The second essay researches the impact of a large-scale forestry and grassland conservation policy in China, the grain-to-green project (GTGP), on cropland supply and crop production. In this essay, we first develop a theoretical model of the relationships between cropland supply, land value (with market access as proxy) and GTGP, and then empirically test these relationships using gridded data from China. We find GTGP not only directly reduces cropland area, but also restricts the elasticity of cropland supply in response to market access. Furthermore, we apply the GTGP’s impacts on cropland supply elasticity on a grid-solving computable model, in order to both validate the model and elasticity estimates via hindcasting and evaluate the GTGP’s impact on agricultural production via simulation. In the computable model where all grids are connected with crop markets, we find two effects of GTGP on agriculture: the direct effect that restricts cropland use and crop production in regions where it is implemented, and the indirect effect that increases crop production on regions not restricted or less restricted by GTGP. Essay 2 contributes to the literature by not only estimating the pattern of gridded cropland supply in China, but also reveals the indirect effect of GTGP on agriculture, which has seldom been researched. </p> <p><br></p> <p>The third essay researches the impact of transportation infrastructure on Brazilian agriculture, land use, and greenhouse gas (GHG) emissions. Combining a geographic information system (GIS) based analysis and computable model simulation, we find the expansion of infrastructure mainly contributes to the transportation cost reduction in inland Brazil and causes local cropland expansion and increased GHG emissions from land conversion. However, the shifting of crop production towards inland Brazil reduces the demand for cropland in southeastern and southern Brazil, which offsets the impact on cropland expansion and GHG emissions at the national level. Findings in Essay 3 indicate the importance of capturing both spatial heterogeneity and spatial spillover effects of infrastructure expansion when evaluating agricultural and environmental impacts. </p>

<p>  </p> <p>Most new vehicles manufactured in the last two years are connected vehicles (CV) that transmit back to the original equipment manufacturer at near real-time fidelity. These CVs generate billions of data points on an hourly basis, which can provide valuable data to agencies to improve the overall mobility experience for users. However, with this growing scale of CV big data, stakeholders need efficient and scalable methodologies that allow agencies to draw actionable insights from this large-scale data for daily operational use. This dissertation presents a suite of applications, illustrated through case studies, that use CV data for assessing and managing mobility and safety on surface transportation systems.</p> <p>A systematic review of construction zone CV data and crashes on Indiana’s interstates for the calendar year 2019, found a strong correlation between crashes and hard-braking event data reported by CVs. Trajectory-level CV data analyzed for a construction zone on interstate 70 provided valuable insights into travel time and traffic signal performance impacts on the surrounding road network. An 11-state analysis of electric and hybrid vehicle usage in proximity to public charging stations highlighted regions under and overserved by charging infrastructure, providing quantitative support for infrastructure investment allocations informed by real-world usage trends. CV data were further leveraged to document route choice behavior during active freeway incidents providing stakeholders with a historical record of observed routing patterns to inform future alternate route planning strategies. CV trajectory data analysis facilitated the identification of trip chaining activities resulting in improved outlier curation and realistic estimation of travel time metrics.</p> <p>The overall contribution of this thesis is developing analytical big data procedures to process billions of CV data records to inform engineering and public policy investments in infrastructure capacity, highway safety improvements, and new EV infrastructure. These scalable and efficient analysis techniques proposed in this dissertation will help agencies at the federal, state and local levels in addition to private sector stakeholders in assessing transportation system performance at-scale and enable informed data-driven decision making.</p>

A pesquisa tem como objeto de análise os hubs de mobilidade, estações intermodais classificadas como os nós principais de uma rede de transporte público. Em função dos diversos modais articulados, são pontos privilegiados de acessibilidade e conectividade em escala local e metropolitana, superando a definição técnica e funcional exclusiva de equipamentos de transporte e posicionando-se como fortes indutores de transformações urbanas. O contexto de estudo é a metrópole de São Paulo, considerando suas problemáticas urbanas atuais e as alternativas planejadas para o sistema de transporte público. Procuramos debater as principais questões que envolvem a interação das redes de mobilidade e a urbanização na metrópole, incluindo temas como dispersão urbana, os desequilíbrios derivados da forma de expansão da área urbanizada e planos que pretendem vincular mobilidade, uso e ocupação do solo. Abordamos esses temas por meio da revisão bibliográfica, da análise de planos urbanísticos (Plano Diretor Estratégico de 2002 e 2014) e de mobilidade (Plano Integrado de Transportes Urbanos de 2020 e 2025), além de uma etapa propositiva, na qual identificamos e hierarquizamos os hubs de mobilidade da rede de alta e média capacidade planejada para São Paulo e, a partir deles, elegemos estudos de caso para o ensaio de suas áreas de influência. Elaboramos esta etapa, ademais, na tentativa de fornecer parâmetros para projeto urbano, sendo este definido, ao final, como ferramenta fundamental de atuação na realidade urbana contemporânea e de viabilização das propostas comprometidas com o adensamento urbano e a redução dos extensivos deslocamentos diários na metrópole. / The subject of this study is the mobility hubs, intermodal stations classified as the main nodes of a public transportation network. Because of the variety of transportation modes that these points articulate, they are privileged areas of accessibility and connectivity in both local and metropolitan scale, overcoming the exclusive functional and technical definition as transportation equipment and being considered powerful inductors of urban transformations. The study context is the São Paulo metropolitan area, involving its current urban issues and the alternatives planned for public transportation system. We seek to discuss key points related to the interaction between mobility networks and urbanization in the metropolis, including topics such as the urban sprawl, the instability derived from the expansion pattern of the urbanized area and plans that intends to link mobility and land use. We deal with these themes through literature review, the analysis of urban master plans (PDE 2002 and 2014) and the metropolitan mobility plans (PITU 2020 and 2025), as well as a purposeful step in which we identify and classify the mobility hubs in São Paulo planned transportation network. From this last level, we selected some case studies to investigate their influence areas. Furthermore, this step tries to provide parameters for urban design scale, which is defined at the end of the study, as an essential tool to work in the contemporary urban reality and to enable proposals compromised to the urban density intensification and the reduction of the

A pesquisa tem como objeto de análise os hubs de mobilidade, estações intermodais classificadas como os nós principais de uma rede de transporte público. Em função dos diversos modais articulados, são pontos privilegiados de acessibilidade e conectividade em escala local e metropolitana, superando a definição técnica e funcional exclusiva de equipamentos de transporte e posicionando-se como fortes indutores de transformações urbanas. O contexto de estudo é a metrópole de São Paulo, considerando suas problemáticas urbanas atuais e as alternativas planejadas para o sistema de transporte público. Procuramos debater as principais questões que envolvem a interação das redes de mobilidade e a urbanização na metrópole, incluindo temas como dispersão urbana, os desequilíbrios derivados da forma de expansão da área urbanizada e planos que pretendem vincular mobilidade, uso e ocupação do solo. Abordamos esses temas por meio da revisão bibliográfica, da análise de planos urbanísticos (Plano Diretor Estratégico de 2002 e 2014) e de mobilidade (Plano Integrado de Transportes Urbanos de 2020 e 2025), além de uma etapa propositiva, na qual identificamos e hierarquizamos os hubs de mobilidade da rede de alta e média capacidade planejada para São Paulo e, a partir deles, elegemos estudos de caso para o ensaio de suas áreas de influência. Elaboramos esta etapa, ademais, na tentativa de fornecer parâmetros para projeto urbano, sendo este definido, ao final, como ferramenta fundamental de atuação na realidade urbana contemporânea e de viabilização das propostas comprometidas com o adensamento urbano e a redução dos extensivos deslocamentos diários na metrópole. / The subject of this study is the mobility hubs, intermodal stations classified as the main nodes of a public transportation network. Because of the variety of transportation modes that these points articulate, they are privileged areas of accessibility and connectivity in both local and metropolitan scale, overcoming the exclusive functional and technical definition as transportation equipment and being considered powerful inductors of urban transformations. The study context is the São Paulo metropolitan area, involving its current urban issues and the alternatives planned for public transportation system. We seek to discuss key points related to the interaction between mobility networks and urbanization in the metropolis, including topics such as the urban sprawl, the instability derived from the expansion pattern of the urbanized area and plans that intends to link mobility and land use. We deal with these themes through literature review, the analysis of urban master plans (PDE 2002 and 2014) and the metropolitan mobility plans (PITU 2020 and 2025), as well as a purposeful step in which we identify and classify the mobility hubs in São Paulo planned transportation network. From this last level, we selected some case studies to investigate their influence areas. Furthermore, this step tries to provide parameters for urban design scale, which is defined at the end of the study, as an essential tool to work in the contemporary urban reality and to enable proposals compromised to the urban density intensification and the reduction of the

Made available in DSpace on 2016-03-15T19:22:47Z (GMT). No. of bitstreams: 1 Rodrigo Seixas Liboni.pdf: 21275527 bytes, checksum: 3836e912ddd1849436a7024fe010f80e (MD5) Previous issue date: 2015-03-23 / Fundo Mackenzie de Pesquisa / The theme for this research includes the analysis of the role that urban contemporary interventions and mobility networks play on urban renewal of railway line districts and terminal stations in urban centers, having the case of the Jundiaí Station as the object of study. The Station is located in the namesake city of Jundiaí, in the state of São Paulo, and there are proposals, plans and projects regarding it, which have been under development by the City Hall and the CPTM (Paulista Company of Metropolitan Trains) since the early 2010's. This study is based on the fact that promoting urban development is not only supported by the application of local public policies - shown through the employment of the instrument of the Concerted Urban Operations - but also by the proper conception of its transportation networks. A case study about the city of Jundiaí and its railway line district was developed throughout the work, analysing the interdependence relationship between the city's demographic, economic and territorial expansion, and its location as a regional center with access to diferent mobility networks. The southeastern sector of the city is home to a still operational terminal rail station built in the nineteenth century. This sector is a strong candidate to receive one of the train stops from a more modern system; the regional train; as proposed by the government of the State of São Paulo, to link the state's main centralities, and a concerted urban operation, promoted by local administration. These measures aim to potentially enhance this currently underused area, turning it into an important focal point of local, regional, and even global dynamics in the region. In order to aid the understanding of the study, this essay will analyse urban interventions in other cities, which have reached the status of "centrality" due to adequate providing of transportation infrastructure, focusing on evaluate the efficiency of the public policies applied in these cases in providing social and urban improvements. The reference cases used here are: the Água Branca Urban Operation, in São Paulo; the Tamanduatehy River Axis Project, in Santo André; and the ZAC Paris Rive Gauche, in Paris, France. These cases may be added to the theoretical framework developed throughout the research and thus, provide the basis for a critical analysis of the urban operation and mobility network proposals presented for the so-called area of Jundiaí. / O tema desta pesquisa envolve a análise do papel de intervenções urbanas contemporâneas e infraestruturas de mobilidade na requalificação urbanística de orlas ferroviárias e estações terminais em centros urbanos, tendo como objeto de estudo o caso da Estação Jundiaí, situada em cidade de mesmo nome do Estado de São Paulo, para a qual estão sendo desenvolvidas propostas, planos e projetos por parte da prefeitura municipal e da CPTM desde o início da década de 2010. Esta pesquisa assume como premissa o fato de que a promoção do desenvolvimento urbano pode se apoiar tanto na aplicação de políticas públicas locais, manifestas principalmente através do emprego do instrumento das Operações Urbanas Consorciadas, quanto na adequada concepção de suas redes de transporte. Ao longo deste trabalho foi desenvolvido um estudo de caso sobre o referido município e sua orla ferroviária, analisando a interdependência de sua expansão demográfica, econômica e territorial com seu posicionamento regional e acesso a diferentes redes de mobilidade. O setor Sudeste desta cidade, que conta com uma estação ferroviária terminal construída no século XIX ainda em operação, pode vir a receber uma nova parada de uma rede mais moderna de transporte ferroviário, o sistema de Trens Regionais proposto pelo Governo do Estado de São Paulo para interligar suas principais centralidades, e uma Operação Urbana Consorciada promovida pela administração local. Estas medidas teriam potencial para promover esta área subutilizada, transformando-a em importante ponto de convergência de dinâmicas locais, metropolitanas e globais em sua região. Para amparar esse entendimento esta dissertação analisará intervenções urbanas em outras cidades e regiões, que foram alçadas à condição de centralidade em função da provisão de infraestruturas de transporte, analisando a eficácia das políticas públicas nelas aplicadas a fim de promover melhorias sociais e no espaço construído. Esses casos referenciais são a Operação Urbana Água Branca em São Paulo, o Projeto Eixo Tamanduatehy em Santo André e a ZAC Paris Rive Gauche em Paris, França, os quais, combinados ao quadro teórico construído ao longo da pesquisa, fornecem importante subsídio para uma análise crítica das propostas de operação urbana e de infraestrutura de mobilidade desenvolvidas para a referida área de Jundiaí.