Thèses sur le sujet « Chemins de fer – technologie »
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Vergara, Juan Camilo. « La Grande Société des Chemins de Fer Russes (1856-1862) : coopération ferroviaire franco-russe, administration de l'espace impérial et réformes de l'Etat en Russie au XIXe siècle ». Paris, EHESS, 2015. http://www.theses.fr/2015EHES0029.
Texte intégralThe main aim of this work, is to demonstrate how the Russian State intended to improve the administration of the Empire's huge territory - which was it's main force and, at the same time, its most serious weakness - through the construction of a vast network of railways. This fact provoked the formation of various influential groups, which intended to engage their power over the Russian railway's construction between 1856 and 1870. The reforms of the railway sector reveal how the State's need of technological modernisation was tempered by need of protecting its sovereignty. The construction of the Russian railway network, which depended on an international exchange of technologies and knowledge, proves the central roll played by France at a time when Russia observed carefully the evolution of the railway industry in Europe and the United States. The foundation of the Main Society of Russian Railways in 1856, encouraged by the influence and impetus of the Pereire brothers, permits us to understand the end of a protective and sovereignist policies that dominated until then the Russian State. This new strategy of the Russian State opens for us the possibility of studying the way in which the Empire's territorial administration determined the modernisation of the ways of communication
Guyon, Gérard. « Possibilites et interet des technologies ferroviaires pour les transports locaux de personnes ». Paris, CNAM, 1999. http://www.theses.fr/1999CNAM0356.
Texte intégralRoussette, Olivier. « Étude tribologique de couples de matériaux sous sollicitations de freinage très sévères : application à un frein ferroviaire à performances améliorées ». Lille 1, 2005. https://ori-nuxeo.univ-lille1.fr/nuxeo/site/esupversions/d8bd6db9-3415-4804-93e5-0c88d9534e8b.
Texte intégralCheng, Yung-Hsiang. « Transfert de savoir-faire en matière dexploitation ferroviaire à grande vitesse entre la SNCF et les compagnies ferroviaires implantées à Taiwan et en Corée du Sud ». Phd thesis, Marne-la-vallée, ENPC, 2002. http://www.theses.fr/2002ENPC0206.
Texte intégralWalker, Philip D. « Un populiste californien, marion cannon (1834-1920) ». Montpellier 3, 1998. http://www.theses.fr/1998MON30029.
Texte intégralSchram, Albert. « Railways and the formation of the Italian state in nineteenth century / ». Cambridge (GB) : Cambridge university press, 1997. http://catalogue.bnf.fr/ark:/12148/cb370769430.
Texte intégralGuertin, Rémi. « L'implantation des premiers chemins de fer bas-canadiens ». Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1998. http://www.collectionscanada.ca/obj/s4/f2/dsk2/tape17/PQDD_0006/MQ33667.pdf.
Texte intégralIben, Jellal Sara. « Etude du suivi des wagons de fret à des fins logistiques par onde radio : impact des intérférences électromagnétiques sur le système proposé ». Thesis, Lille 1, 2018. http://www.theses.fr/2018LIL1I071/document.
Texte intégralIn railway freight transport, wagons tracking is necessary to identify sensitive elements (transport of hazardous materials, perishable goods ...) and the associated information (content, weight, location) could be useful for logistic management. The aim of this thesis is to propose a short-range wireless communication system, which meets these needs. The constraints of rail environment such as flexibility, technical installation difficulties, low energy consumption and the risk of electromagnetic disturbances, causes more difficulties to insert wireless technologies in railway environment. A comparative study of existing communication systems has identified the ZigBee technology as the most appropriate to design the communication between wagons and between wagon and infrastructure for the studied application. A comparison of different possibilities for positioning of ZigBee devices was carried out. Experimentations have been realized in presence of vehicles and containers. The impact of electromagnetic disturbances issued from rail power infrastructure and from surrounding RF transmitters, has been studied. Disturbances intentionally generated to damage the proposed system, have been also analyzed
Fleskes, Gabriele. « Untersuchungen zur Textsortengeschichte im 19. Jahrhundert : am Beispiel der ersten deutschen Eisenbahnen / ». Tübingen : Niemeyer Verl, 1996. http://catalogue.bnf.fr/ark:/12148/cb37320473k.
Texte intégralBieta, Serge-Yvon. « Entreprises publiques de chemins de fer et droit communautaire ». Rouen, 1997. http://www.theses.fr/1997ROUEL274.
Texte intégralAfter a long period of time, until approximately 1985, the community legal system decided to effectively subject public railway utilities to rules of competition. Since 1st january 1993, the railway industry has been gradually re-organised into the member states. In the logic of the community competition rules which forces railway network to split up, free up access and which provides for competition between the various railway companies, the current re-organisations, although they are numerous, make little room for railway public utilities. This trend is the result of an unbalanced legitimacy between the principle of competition and the principle of railway public utilities; better still, it is the result of an absence of legitimacy for public utilities in general in a community legal system that only protects competition. Major driver of the community social cohesion, railway public utilities will only survive intelligently if their basic principle is legitimised and sufficiently protected by the community legal system
Andersson-Skog, Lena. « "Såsom allmänna inrättningar till gagnet, men affärsföretag till namnet" : SJ, järnvägspolitiken och den ekonomiska omvandlingen efter 1920 / ». Umeå : Umeå univ, 1993. http://catalogue.bnf.fr/ark:/12148/cb376202021.
Texte intégralAudet-Perrier, Dominique. « Les Premiers pas du chemin de fer en Charentes mythe et réalité : 1836-1883 / ». Paris : le Croît vif, 1997. http://catalogue.bnf.fr/ark:/12148/cb361857187.
Texte intégralAuphan, Étienne. « Quel avenir pour les réseaux ferrés d'Europe occidentale ? / ». Paris : Ed. du Centre national de la recherche scientifique, 1991. http://catalogue.bnf.fr/ark:/12148/cb35478558t.
Texte intégralKalenda, Tshilumba. « La Société nationale des chemins de fer du Zaïre étude d'une compagnie de transports dans un pays en voie de développement / ». Lille 3 : ANRT, 1988. http://catalogue.bnf.fr/ark:/12148/cb376062669.
Texte intégralFragola, Fleur. « Vers une politique ferroviaire européenne ? : l'Europe à toute vapeur ? / ». Paris : l'Harmattan, 2007. http://catalogue.bnf.fr/ark:/12148/cb41160751v.
Texte intégralAbrahao, Amancio Rosa Carolina, et Amancio Rosa Carolina Abrahao. « Chemins de fer : voies de l’histoire et de la mémoire ». Doctoral thesis, Université Laval, 2019. http://hdl.handle.net/20.500.11794/37731.
Texte intégralLa précarité du patrimoine ferroviaire et le manque de compréhension de cette ressource culturelle de la société ont motivé l’enquête sur le contexte du chemin de fer au Paraná. Il est analysé de sa construction à son déclin, puis, de son abandon à sa conservation. L’évolution du chemin de fer paranaense nous apprend entre autres sur son importance politique, sociale, économique et culturelle pour la société. À la lumière de l'évolution des théories et des pratiques dans le domaine de la conservation et de l'analyse des processus de tombamento (classement), nous identifions comment le patrimoine ferroviaire de l’État est appréhendé, valorisé et préservé. L’accent quasi exclusif sur la valeur historique montre une tendance à la muséalisation et un décalage du contexte international de la conservation par l’organisme de préservation du Paraná, la Coordination du patrimoine culturel (CPC). Pour attirer l'attention sur l'ampleur de l’importance du patrimoine ferroviaire, nous avons élaboré pour ce patrimoine un tableau de valeurs qui s'étend au-delà de la valeur historique. Sur la base de ce tableau, l’analyse de l’importance du patrimoine ferroviaire tombado au Paraná est mise enévidence. Par conséquent, une vision plus large du patrimoine était nécessaire pour mieux le comprendre. Une méthode d'interprétation du paysage culturel ferroviaire du chemin de fer Paranaguá-Curitiba, le premier chemin de fer construit au Paraná, nous montre une vision globale du patrimoine ferroviaire en tant que ressource culturelle pour la conservation et en tant que potentiel pour le développement local. Avec l’adoption de cette perspective, certaines valeurs, incluses dans le tableau de valeur du patrimoine ferroviaire, mais qui étaient jusque-là ignorées dans l'analyse du patrimoine entreprise par l'État, apparaissent et renforcent son importance au Paraná. Avec la méthode d'analyse du paysage, nous avançons dans la compréhension et la valorisation du patrimoine ferroviaire, en analysant les éléments essentiels du paysage ferroviaire et certaines bonnes pratiques, ces dernières qui présentent la conservation du patrimoine ferroviaire et industriel surtout à l’international. Nous apprenons également des façons d’utiliser le paysage ferroviaire du chemin de fer Paranaguá-Curitiba comme vecteur du développement local.
The precarious condition of the railway heritage and the lack of understanding of this cultural resource motivated the investigation into the context around the Paraná railway. The railway heritage is analyzed from its construction to its decline, then, from its abandonment to its conservation. The evolution of the paranaense railway teaches us, among other things, about its political, social, economic and cultural importance for the society. In the light of developments in the field of conservation and analysis of the processes of tombamento (heritage designation), the way that the state's railway heritage is understood, valued and preservedare identified. The almost exclusive emphasis on historical value shows a tendency towards musealization and a lag from the international conservation context by the Paraná conservation organization, the Cultural Heritage Coordination. To draw attention to the importance of railroad heritage, a Railway Heritage Value Table that extends values beyond historicalvalue was developed. The analysis of the importance of the tombado railway heritage in Paraná is completed based on this table. In consequence of the extended values, a broader vision of heritage was needed to better understand the heritage. A method of interpreting the Paranaguá-Curitiba railroad cultural landscape, the first railway built in Paraná, shows us a global vision of railway heritage as a cultural resource for conservation and as a potential for the future local development. Certain values –that were included on the Railway Heritage Value Table –were ignored in the heritage analysis undertaken by the state. These values however are found in Paraná railway heritage and they reinforce its importance. The understanding and valorization of the railway landscape from the analysis of essential elements and good practices is advanced. The good practices present the preservation of the railway and industrial heritage especially the international ones. It is also learned ways to use the Paranaguá-Curitiba railway landscape as a vector for local development.
The precarious condition of the railway heritage and the lack of understanding of this cultural resource motivated the investigation into the context around the Paraná railway. The railway heritage is analyzed from its construction to its decline, then, from its abandonment to its conservation. The evolution of the paranaense railway teaches us, among other things, about its political, social, economic and cultural importance for the society. In the light of developments in the field of conservation and analysis of the processes of tombamento (heritage designation), the way that the state's railway heritage is understood, valued and preservedare identified. The almost exclusive emphasis on historical value shows a tendency towards musealization and a lag from the international conservation context by the Paraná conservation organization, the Cultural Heritage Coordination. To draw attention to the importance of railroad heritage, a Railway Heritage Value Table that extends values beyond historicalvalue was developed. The analysis of the importance of the tombado railway heritage in Paraná is completed based on this table. In consequence of the extended values, a broader vision of heritage was needed to better understand the heritage. A method of interpreting the Paranaguá-Curitiba railroad cultural landscape, the first railway built in Paraná, shows us a global vision of railway heritage as a cultural resource for conservation and as a potential for the future local development. Certain values –that were included on the Railway Heritage Value Table –were ignored in the heritage analysis undertaken by the state. These values however are found in Paraná railway heritage and they reinforce its importance. The understanding and valorization of the railway landscape from the analysis of essential elements and good practices is advanced. The good practices present the preservation of the railway and industrial heritage especially the international ones. It is also learned ways to use the Paranaguá-Curitiba railway landscape as a vector for local development.
A condição precária do patrimônio ferroviário e a incompreensão deste recurso cultural motiva a investigação do contexto das estradas de ferro do Paraná. A herança ferroviária do estado é analisada da construção das ferrovias ao seu declínio e do seu abandono à sua conservação. A evolução das ferrovias paranaenses nos ensina, entre outras coisas, sobre a sua importância política, social, econômica e cultural para a sociedade. À luz da evolução das teorias e práticas no campo da conservação e da análise dos processos de tombamento do patrimônio ferroviário paranaense identificamos como o estado entendeu, valorizou e conservou estepatrimônio. A ênfase quase que exclusiva no valor históricodo patrimônio ferroviáriomostra uma tendência à musealização e um atrasodo organismo do estado, a Coordenação do Patrimônio Cultural (CPC), com relação aocontexto internacional da conservação. Para chamar a atenção para a importância do patrimônio ferroviário foi desenvolvida a Tabela de Valor do Patrimônio Ferroviário que estende os valores deste patrimônio para além do valor histórico. A análise da importância do patrimônio ferroviário tombado no Paraná é concluída com base nesta tabela. Consequentemente, era necessária uma visão mais ampla deste patrimônio para melhor compreendê-lo. Um método de interpretação da paisagem cultural ferroviária aplicado aestrada de ferro Paranaguá-Curitiba, a primeira ferrovia construída no Paraná, nos apresenta uma visão mais ampla do patrimônio ferroviário como recurso cultural para a conservação, considerando o seu potencial para o desenvolvimento local. Com a adoção dessa perspectiva, alguns valores apresentados na Tabela de Valor do Patrimônio Ferroviário que estavam, até então, ignoradosna análise, quando destacados, reforçaram a importância deste patrimônio. Avançamos nacompreensão e na valorização da paisagem ferroviária a partir da análise de elementos essenciais e de boas práticas, estas últimas, apresentando exemplos de conservação do patrimônio ferroviário e industrial, principalmente em outros países. Aprendemos maneiras de utilisara paisagem da estrada de ferro Paranaguá-Curitiba como vetor para o desenvolvimento local.
A condição precária do patrimônio ferroviário e a incompreensão deste recurso cultural motiva a investigação do contexto das estradas de ferro do Paraná. A herança ferroviária do estado é analisada da construção das ferrovias ao seu declínio e do seu abandono à sua conservação. A evolução das ferrovias paranaenses nos ensina, entre outras coisas, sobre a sua importância política, social, econômica e cultural para a sociedade. À luz da evolução das teorias e práticas no campo da conservação e da análise dos processos de tombamento do patrimônio ferroviário paranaense identificamos como o estado entendeu, valorizou e conservou estepatrimônio. A ênfase quase que exclusiva no valor históricodo patrimônio ferroviáriomostra uma tendência à musealização e um atrasodo organismo do estado, a Coordenação do Patrimônio Cultural (CPC), com relação aocontexto internacional da conservação. Para chamar a atenção para a importância do patrimônio ferroviário foi desenvolvida a Tabela de Valor do Patrimônio Ferroviário que estende os valores deste patrimônio para além do valor histórico. A análise da importância do patrimônio ferroviário tombado no Paraná é concluída com base nesta tabela. Consequentemente, era necessária uma visão mais ampla deste patrimônio para melhor compreendê-lo. Um método de interpretação da paisagem cultural ferroviária aplicado aestrada de ferro Paranaguá-Curitiba, a primeira ferrovia construída no Paraná, nos apresenta uma visão mais ampla do patrimônio ferroviário como recurso cultural para a conservação, considerando o seu potencial para o desenvolvimento local. Com a adoção dessa perspectiva, alguns valores apresentados na Tabela de Valor do Patrimônio Ferroviário que estavam, até então, ignoradosna análise, quando destacados, reforçaram a importância deste patrimônio. Avançamos nacompreensão e na valorização da paisagem ferroviária a partir da análise de elementos essenciais e de boas práticas, estas últimas, apresentando exemplos de conservação do patrimônio ferroviário e industrial, principalmente em outros países. Aprendemos maneiras de utilisara paisagem da estrada de ferro Paranaguá-Curitiba como vetor para o desenvolvimento local.
Deromas, Nadia. « Développement de l’activité de travail et enjeux de l’acceptation des technologies en situation multi-médiatisée : le cas des Réseaux Sociaux Numériques d’Entreprise ». Thesis, Lyon, 2020. http://www.theses.fr/2020LYSE2009.
Texte intégralSince the 2000s, the Digital Social Network (RSNE) is a means for digital change management (Karoui & Dudezert, 2018; Matt et al., 2015). In this context, the aim of RSNEs is to facilitate exchanges and asynchronous collaborations between geographically and functionally dispersed professionals (not belonging to the same teams), in order to optimize the Knowledge Management by using new, more flexible collective regulations. improve productivity thanks to the quality of the information transmitted and simplify work organization (Bourgeois & Gonon, 2010, Bouville, 2013, Brangier & Bornet, 2011). However, from the point of view of the professionals, to appropriate a tool, to make it his own in correspondence with a culture in the sense of Proulx (2002), to develop operative schemas that lead to subjectivation (Rabardel, 1995), to develop new skills (Weill-Fassina & Pastré, 2004) to give it a meaning, an object, a destination for activity in the sense (Engeström, 2008), to develop the power to act individually and collectively (Clot, 2008) proceeds from a process evaluation that goes from experimentation to integration into actual practices and constitutes a trajectory of use (Bobillier Chaumon, 2016). In order to give an account of the conditions of development of an usage trajectory of a RSNE, we deployed an inter-method methodology (Caillaud & Flick, 2016) (qualitative and quantitative) to concretely assess what the technology " allows to do "or" forces to do ", but also that it " prevents "," or more as before "(Bobillier Chaumon and Dubois, 2009), in contact with a social environment and with respect to actual practices to evaluate "(...) its contributions and its limits, and thus define its interest in the activity and the project of the individual." (Bobillier-Chaumon, 2013, p 58) Our results show that the RSNE is not really adapted to the psycho-social requirements of the contemporary work activity and to the specific needs regarding asynchronous collaboration. This can explain a relatively weak use. A study of the dimensions of the development of the activity shows that the professionals use the RSNE to structure their individual activity in order to anticipate and calibrate future collaborations but they fail to develop the collective share of asynchronous collaborations
Saubesty, Corinne. « Le rôle des outils de gestion sur les processus de développement des coopérations transversales : le cas de deux coopérations pour l'amélioration du confort des voyageurs à la SNCF ». Paris 9, 2003. https://portail.bu.dauphine.fr/fileviewer/index.php?doc=2003PA090059.
Texte intégralKalaagi, Mohammed. « Métasurfaces pour la récupération d'énergie électromagnétique et le transfert d'énergie sans fil dans l'environnement ferroviaire ». Electronic Thesis or Diss., Université de Lille (2018-2021), 2021. http://www.theses.fr/2021LILUI049.
Texte intégralThe interest for electric energy power supply to different components in the railway infrastructure, has become an interesting research topic with the gain of popularity for railway systems. To develop a smart, reliable, safe and autonomous railway system, specially with the rise of different technologies such as Internet of things (IoT) devices and wireless sensor nodes (WSN), electric power supply is needed for such that devices are implemented in a reliable and autonomous manner. Energy harvesting and wireless power transfer (WPT) technologies can be a key element for power supply to such devices, to build a sufficient and convenient system. A high level of EM energy has been shown to exist up to the microwave region and which can have a high potential for EM energy harvesting.The aim of this work is to develop novel concepts based on metasurfaces, to enhance the potential and performance of EM energy harvesting and WPT technologies which can be compatible for the application in the railway environment. The main challenge is to design an efficient and compact device specially at low MHz frequencies where conventional rectenna systems can be insufficient.We first propose a novel concept to enhance the efficiency of EM conventional or off-the-shelf commercialized rectenna systems. It is based on the focusing of the ambient EM waves in an area where it can be harvested by a rectenna system. The design of focusing metasurface based on the hyperboloidal profile of the generalized phase law is proposed: the incident ambient EM energy in the far-field, is concentrated at a point known as the focal point at a given distance from the metasurface design. The metasurface designed is simulated and experimental validations in both near field and far field are proposed. Measurements have been carried in the anechoic chamber to validate the concept using a commercialized rectenna system and the focusing metasurface design at 900 MHz. The results have shown that, when implementing the rectenna system along side the focusing metasurface, the received power is enhanced by a factor of 5. Field tests were then conducted: the system was then implemented in the railway environment in the presence of a GSM-R base station, where the results have shown that, when implementing the metasurface along side the rectenna device, -20 dBm of received power was achieved which can be sufficent to wake up low-input-power devices such as wireless sensors, whereas the rectenna device (commercial energy harvester) alone showed poor results of received power around -40 dBm.An alternative solution for wireless electric power supply in the railway system is WPT. However, one of the main challenges for such technologies in this case can be line of sight with mobilty issues: better tracking and wider detection angle of the fed device is required. In this case, the design of multi-angle retrodirective metasurfaces based on different concepts such as cascading of various metamaterial super-cell designs, and surface impedance modulation are proposed. These designs can be implemented along side the fed device (IoT or WSN), in order to enhance the localization and tracking of the fed device beyond the common line-of-signt limitations reaching extreme oblique incident angles. Other solutions for efficiency enhancement and miniaturization for EM energy harvesting systems based on absorbing metasurfaces are proposed at low microwave frequencies
Faisant-Torrijos, Marie-Annick. « Les chemins de fer espagnols : images et représentation littéraire, 1837-1900 ». Paris 10, 1987. http://www.theses.fr/1987PA100060.
Texte intégralThe train which was to be introduced in Spain twenty years later than in any European countries was to remain quite unknown to Spanish people till the middle of the XIXth. What was written about trains by Spanish travelers who had been to France or Belgium appeared as the first publicity for rail travel in Spain. Spain thinking its own engineers not reliable and facing a lack of capital, had to turn towards Europe. Thus a lot of private companies and foreign ones were to be created: this diversity, the uneasy orography and economical problems explained the use of a rather out-of-date rolling-stock which consequently was responsible for delays, breakdowns and accidents. Foreign influence is attested by the architecture of the stations and the railway vocabulary. The opening ceremonies in the XIXth were all characterized by a popular enthusiasm why press reports and the illustrations of that time testify. The great pomp of these events were to balance the latent fear rail displayed and which is revealed in literature, particularly in poetry which developed metaphors and personifications. The attention paid to the rail was to be in proportion to its technological development. Quite early, the train was to welcome writers which turned it into witness, a character, and an ideal setting for musing and for all sorts of fictions stories. Thus this gives us a better knowledge of the spirit of the time and the railway reality. In the XIXth the image of the rail which had been till then a symbol of lintization and wealth, loses its metaphors: writers are more and more interested in writing about its outside and to turn the train into a tool for meditation and contemplation of the world. The railway is no longer inward-looking but from now on open to the life
Yvrande-Billon, Anne. « Choix contractuels et performances : le cas des chemins de fer britanniques ». Paris 1, 2002. http://www.theses.fr/2002PA010046.
Texte intégralNuma, Guy. « Réglementations et concurrence dans les chemins de fer français 1823 - 1914 ». Paris 9, 2009. https://portail.bu.dauphine.fr/fileviewer/index.php?doc=2009PA090067.
Texte intégralJanuary 1st 2010 marks the beginning of competition for the international traffic of passengers in the European Union. This deadline raises the problem of the regulation of the railroad industry. It underlines the relevance of studying the interplay between economic analysis, the development of the current events and the evolution of legislation. From a historical and comparative perspective, I examine the economic theories that justify how competition is practiced. Examining how the railroad industry was regulated in the 19th century, I unveil how economic analysis influenced legislation and, reciprocally, how the legislation stimulated the work of the theorists. Thus I shed light on the similarities in the regulations of the railroad industry in the 19th and 20th century. First I retrace the origins of the concession which was the main regulation method, analyzing the theoretical oppositions between the theorists about the way the concessions were granted and how it functioned. Second, I analyze the intramodal competition by comparing the regulation theories and practices in France, Great-Britain and the US. Finally I show that the competition between the inland waterways and the railroads constitutes a form of intermodal competition which failed to mitigate the growth of the railroad companies
Faisant-Torrijos, Marie-Annick. « Les Chemins de fer espagnols images et représentation littéraire, 1837-1900 / ». Lille 3 : ANRT, 1988. http://catalogue.bnf.fr/ark:/12148/cb37610322q.
Texte intégralChamat, Abderrahim Azari Zitouni. « Prévision de la durée de vie en fatigue des roues ferroviaires sous ollicitations multiaxiale proportionnelle et non-proportionnelle ». Metz : Université Metz, 2008. ftp://ftp.scd.univ-metz.fr/pub/Theses/2005/Chamat.Abderrahim.SMZ0509.pdf.
Texte intégralNussbaumer, Marc. « Tensions et conflits autour des chemins de fer britanniques au XXé siècle ». Besançon, 1995. http://www.theses.fr/1995BESA1026.
Texte intégralLauriot, Norbert. « L'adaptation géographique et technique des chemins de fer urbain : réseaux de métropolitain ». Paris 1, 1996. http://www.theses.fr/1996PA010643.
Texte intégralUrban railway networks are bound to outland on the very long term. Therefore it is necessary to conceive them so that they can still provide an efficient service despite of the unavoidable alterations of the urban framework upon which they have been nettled. After having studied of the evolution of paris railway network, from the historically first listed project untill 1996 and shortly analysised the current world situation through three questions : 1) why does a urban aera make the choice of fitting with a subway (or mass transit) ? 2) what are exact bearing of the term subway (or mass transit) ? 3) how have this mode of transport overspread ? One statiscally analyses the lay out of the networks concerning this mode of conveyance (througout the world existent, under construction or in project) to specify the main policies that were used since 1862 (date of the first metropolitan railway operating), and so of to make their main advantages and drawbacks emerge
Gharbi, Mohamed Lazhar. « Impérialisme et réformisme au Maghreb : histoire d'un chemin de fer algéro-tunisien / ». Tunis : Cérès éd, 1994. http://catalogue.bnf.fr/ark:/12148/cb374693604.
Texte intégralBibliogr. p. 317-325.
Lamming, Clive. « Évolution des politiques de traction et des techniques de traction à la SNCF ». Paris 4, 1993. http://www.theses.fr/1993PA040318.
Texte intégralAs a technical system, railways have been placed, for more than 170 years, at a connection of "tributary techniques" and of "technical lignes", this giving to them an exceptionnal tell-tate status in the fie4ld of history of technology. Amongst railway engineering, traction technologies and policies are a privileged interface between the industrial and economical world, on one hand, and on the other, the proper railway world. In a prospect of an analysis of the dynamics, this research shows how traction technologies, in the very heart of railway engineering, evolve under the push of economic, industrial, political, social and even knowledge (engineers cultures and knowhow) thrusts. As an outstanding place of innovation in the field of railway engineering, traction technologies incorporate a maximum of outside technologies and dispatch them all over the other railway fields, depending too on these other fields. Traction technologies know, thus, what we would call a "regulated innovation", this being in the same time induced (by public authorities, research, engineer designs, economic push) and restrained (by a difficult insertion in a heavy and old pre-existing technical system, the inertia of the railway system, or cultural resistances, or financial limits, etc). Traction technologies do not only cosist of locomotive and multiple unit building, and of running these, they are, too, a product of economy and an actor in the field of economy. .
Logeat, Jean-Marc. « Cybernétique et chemin de fer ». Paris 4, 1997. http://www.theses.fr/1997PA040243.
Texte intégralCybernetics concerns the study of control and communication in the living systems and the automatons. It was born officially from the issue in 1948 of an eponym book written by the American mathematician Norbert Wiener (1894-1964), and results of a common approach in the two domains. From the American university place, it quickly extended itself, and found in the French railway a favorable ground. Its story grew on the broad subtract of the XXth century «techno-sciences", where the railway could sometimes play a part of pioneer. Acclimatized by this one in the frame of a broad modernization using of the means of computer science and electronic, it might lost a part of its prestige in front of more innovating concepts, not without having marked modem railway of its stamp
Rigal, Jean-Luc. « Les noms des lignes de chemin de fer au Japon : étude de géolinguistique ». Lille 3, 2008. http://www.theses.fr/2008LIL30002.
Texte intégralNearly all Japanese railway lines have names. Essentially toponyms evoking served places, the elements preceding the classifier sen (line) are much varied : simple or compound names, abbreviated or not, with or without total or partial reading changes. Sometimes having variants or even official nicknames, and/or being only menbers of line associations, those names often seem not to match the route of the lines they name, mainly because the world of railway lines is double faced (one is that of "supporting lines", which are but a set of linear units of railway territory, the length of which goes from a few hectometres to thousand hectometres, and the other is that of "transporting lines", which are standard services provided o those distances) and the same names are used for both faces. (I) Presentation, and first results, of the data base created for this study. (II) Systematic face to face survey of all supporting and transporting lines including operation details. (III) Evolution of the railway network from 1993 to 2002 : a direct way to understand the present state of the lines. (IV) Methodical classification of all support and transport names and of their variants. The share of "line" in line names reconsidered, as well as the structure of line names. "Double triggered" names and the pragmatical dimension of line names revealed. That pragmatical dimension is probably be the main point further study of line names will focus on
Baranger, Philippe. « Le rail aux etats-unis ». Toulouse 2, 1991. http://www.theses.fr/1991TOU20069.
Texte intégralRailways developed at the same time as the american nation did. By the turn of the century, the rail network has spread across the continent. The new system was active in bringing the united states to prominent international status. The mighty railroads, all private ventures, were also a laboratory for the working out of new labour rules, social relationships and entrepreneurial achievements. In the interwar period, their near monopoly as an interior transportation system was challenged by the air and the highway, to which they had to yield some of their ground. In modern times, railroads have had to adjust to new rules, but they remain strong. Throughout those years, the railroad entered the american mind and became a medium to express new conceptions or to rephrase old ones both as history and as an array of cultural symbols, railways have contributed to the making of the national experience
Arold, Stefan. « Die technische Entwicklung und rüstungswirtschaftliche Bedeutung des Lokomotivbaus der Deutschen Reichsbahn im Dritten Reich (1933-1945) / ». Stuttgart : F. Steiner, 1997. http://catalogue.bnf.fr/ark:/12148/cb37119369p.
Texte intégralVarlet, Jean. « Géographie des relations ferroviaires en France ». Lille 3 : ANRT, 1988. http://catalogue.bnf.fr/ark:/12148/cb376105030.
Texte intégralCarlisle, Robert B. « The saint-simonians and the foundation of the Paris-Lyon railroad : 1832-52 / ». Ann Arbor (Mich.) : UMI dissertation services, 1995. http://catalogue.bnf.fr/ark:/12148/cb38805249z.
Texte intégralKakizaki, Ichirō. « Laying the tracks : the Thai economy and its railways, 1885-1935 / ». Kyoto (Japon) : Melbourne (Australie) : Kyoto University Press ; Trans Pacific Press, 2005. http://catalogue.bnf.fr/ark:/12148/cb401539377.
Texte intégralBibliogr. p. 294-313.
Yang, Keun-Yul. « La restructuration des chemins de fer en Europe occidentale : les conséquences de la libéralisation des chemins de fer sur l'entreprise ferroviaire et les rôles de l'Etat dans le transport ferroviaire ». Phd thesis, Ecole Nationale des Ponts et Chaussées, 1997. http://tel.archives-ouvertes.fr/tel-00529485.
Texte intégralYANG, FEUN-YUL. « La restructuration des chemins de fer en Europe occidental : Les conséquences de la libéralisation des chemins de fer sur l'entreprise ferroviaire et les rôles de l'Etat dans le transport ferroviaire ». Marne-la-vallée, ENPC, 1997. http://www.theses.fr/1997ENPC9733.
Texte intégralMaestri, Edmond. « Mythes et réalités ferroviaires de l'Afrique intertropicale française des années 1880 aux années 1930 ». Aix-Marseille 1, 1991. http://www.theses.fr/1991AIX10043.
Texte intégralFrom the Freycinet programme (1879) up to the popular front (1936) the government of the third republic undertook a remarkable railway project in French intertropical Africa between the Senegal river and the banks of the Congo and also in the French colonies of the west part of the Indian ocean. Out of the 9869 kilometres situated in all the territories under the ministry of the colonies more than 5500 kilometres of single track one-metre wide railways were built. In answer to the number of deep and subtle mythical and ideological motivations together with obvious political and economic imperatives, more than 7 852 500 000 francs 1934-1936 were spent and thousands of African human lives were sacrificed. All these railway lines helped to overcome cultural, social, economic and political difficulties and favoured the birth of a new order. However, once the curtain had closed on the colonisation period, in every place where the railway expansion occurred, a new mentality and a new collective memory imposed themselves and the African as well as the Malagasy people gradually took over the railway. This would make one believe that the promethean mission of the “lay religion of the railway” has been accomplished
Van, Gelder de Pineda Rosanna. « Le chemin de fer de Djibouti à Addis-Abeba / ». Paris : Éd. l'Harmattan, 1995. http://catalogue.bnf.fr/ark:/12148/cb35793204s.
Texte intégralOuma, Arnold Juma Makhondo. « L'impact de l'entreprise ferroviaire K. U. R. Sur les populations du Kenya de 1902 à 1963 ». Paris 1, 1995. http://www.theses.fr/1995PA010538.
Texte intégralOur study examins the history of the Kenya and Uganada railways (K. U. R. ); its economic exploitation and socio-economic transformations provoked in oriental Africa in general and particularly in Kenya. The study associates land and the railroad. It proposes to examin the british motivations, the settlement of the colonial masters and the expropriation of land that resulted, the conflicts and changes in the populations of Kenya since 1902 to 1963, period of the economic and social independence of the country. The study equally examines the role of the Europeans and Indian coolies in the history of K. U. R. Railroad enterprises
Quessette, Laurent. « Au croisement de l'État, du service public et du marché : recherches sur les chemins de fer en droit administratif français ». Toulouse 1, 2011. http://www.theses.fr/2011TOU10038.
Texte intégralThe birth and the development of the railroads in France are understood at the same time by the continuation of the movement of centralization of the territory operated by the State, and the expansion without precedent of the capitalist economy, which saw emergence, as from the XIXth century, of the mode of the concessions and the intervention of the public power. With the explosion of the exchanges and ways, a political control of these flows appeared. As from IIIrd Republic, the role of the State evolving on social matters, the rail was gradually led to become a public line of business. Nationalization operated in 1937, by creating the National company of the railroads, and the passage, in 1983, of the statute of company of mixed economy to that of industrial and commercial public corporation, seems to reinforce this tendency. But the behaviour of company adopted by the SNCF, in particular starting from the reform of 1971, leads to a difficult conciliation between requirements which appear increasingly contradictory. In this direction, the influence of European integration was decisive being the questioning of the monopoly of the SNCF, the opening to the competition of the rail networks and the appareance of a new railway regulation. In this configuration, the maintenance of the railway public service seems to depend on the will of the regional councils, within the framework of railway regionalization, and the financial support of the State for the money-losing lines which continue to answer an general interest. These are theses movements that this thesis intends to analyze
Varieras-Payen, Evelyne. « Les capitalistes de Californie et les chemins de fer, 1887-1916 : étude de cas ». Paris 1, 1998. http://www.theses.fr/1998PA010536.
Texte intégralThis is a study of the businessmen who controlled the railroads and street railroads in the San Francisco bay area. Our goal is to describe their situation, their practices and their problems, and thus to lay the groundwork for the definition of a class of capitalists; in other words, our approach rests on the assumption that the history of American society was shaped by historical actors rather than by the impersonal forces of modernization. The correspondence of Collis p. Huntington, the leading figure in the group who built the western section of the first transcontinental railroad, sheds light on his methods, his relations with associates, creditors, suppliers and clients, and underlines the conflicts between businessmen in the 1890's. In this period, Huntington strove to secure from the us congress a favorable settlement of the debt of the central pacific, the oldest component of the holding southern pacific co. . We also examine the activities of the railroad entrepreneurs as they appear at the local level, and more specifically their relationships with local businessmen and politicians in the city of Oakland, which was both a railroad terminal and a suburb of San Francisco. The second part of this dissertation focuses on electric railways, which lead us to other groups of businessmen: a mining entrepreneur, Francis m. Smith, his associates, a group of real-estate developers, and then the San Francisco bankers who controlled their companies after 1913. We conclude that railroad technology, as well as new electricity-driven traction systems applied to street railroads, did not in themselves change the methods of the California capitalists. Businessmen used them to get loans from eastern industrialists, in order to finance other business ventures at the local level. They relied on a network of local associates, whom they occasionally called upon when political lobbying was needed. Their business habits remained very close to those of the old merchants
Pinheiro, De Sousa Magda. « Chemins de fer, structure financière de l'Etat et dépendance extérieure au Portugal (1850-1890) ». Paris 1, 1987. http://www.theses.fr/1987PA010512.
Texte intégralRailways construction modifies the relation between time and space but in the nineteenth century's Portugal it did not destroy neither the handicaps of the interior, nor the political frontiers. The lack of iron and steel industry reduced the capacity of the country to grasp the benefits of railroad construction. Railroad construction became one of the elements of trade balance deficit. The construction of portuguese railways was partly financed by foreign private capital, partly by public investments. The portuguese state financial structure can be defined by deficit. The portuguese state was unable to draw capital without foreign loans. After the 1891 crisis this was no longuer possible and the construction of new railways was interruped
Pinheiro, De Sousa Magda. « Chemins de fer, structure financière de l'état et dépendance extérieure au Portugal, 1850-1890 ». Lille 3 : ANRT, 1988. http://catalogue.bnf.fr/ark:/12148/cb37610042h.
Texte intégralMorozova, Tatiana. « Modernisation urbaine et transfert de technologies en Europe au XIXe siècle : la construction du Pont Troitski à Saint-Pétersbourg par la Société de construction des Batignolles à la fin du XIXe-début du XXe siècle ». Paris 1, 2013. http://www.theses.fr/2013PA010528.
Texte intégralPina-Vega, Lilia. « Le rôle du transport dans le développement du capitalisme monopoliste au Mexique : les chemins de fer au 19e siècle ». Aix-Marseille 2, 1993. http://www.theses.fr/1993AIX2A002.
Texte intégralLee, Jae-Hoon. « Les effets des réformes des chemins de fer sur les performances : l'analyse des cas japonais et suédois ». Marne-la-vallée, ENPC, 2003. http://www.theses.fr/2003ENPC0014.
Texte intégralPascual, Pere. « Agricultura i industrialització a la Catalunya del segle XIX : formació i destructuració d'un sistema econòmic / ». Barcelona : Crítica, 1990. http://catalogue.bnf.fr/ark:/12148/cb35533569m.
Texte intégralLévêque, Julien Crozet Yves. « Réguler les chemins de fer sur une proposition de la nouvelle économie de la réglementation la "concurrence par comparaison" (yardstick competition) / ». Lyon : Université Lumière Lyon 2, 2005. http://demeter.univ-lyon2.fr:8080/sdx/theses/lyon2/2005/leveque_j.
Texte intégralGamandzori, Joseph. « Chemin de fer, villes et travail au Congo, 1921-1953 ». Lille 3 : ANRT, 1988. http://catalogue.bnf.fr/ark:/12148/cb37605315f.
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