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Jonckheere, Brice. "Caractérisation multi-physique d'une interface multi-contacts à l'arrêt et en mouvement : cas du captage de courant via l'interface caténaire-pantographe". Electronic Thesis or Diss., Amiens, 2021. http://www.theses.fr/2021AMIE0022.
Pełny tekst źródłaAs for the rapid expansion of high-speed electrified railway industry, the current collection quality of electric locomotives becomes one of the crucial technical issues for the stable operation of trains. Currently, one of the major factors that affect the current collection is the contact wire irregularity, which appears to be very difficult to be measured or detected. This is why the objective of this thesis is to understand complexity involved in the pantograph/catenary interface in order to improve the catchment performance on electrified lines. Therefore. Many problems have been encountered, due to multi-physical character (mechanical, electrical and tribological) at the pantograph/catenary interface. The approach proposed in this thesis will be based on the triptych: "experiment, physical modeling and numerical simulation" in order to understand the complexity of current capture at the interface. So, the studying of multi-contact interfaces is necessary in view to catch all mechanisms in the pantograph/catenary contact. They have still poorly known properties such as their nonlinear and hysteretic current/voltage characteristics. These effects were highlighted in the late nineteenth century by E. Branly. And later by Maxwell's work of 1904, then taken over by Holms in 1958. But these multi-contact interfaces still remain an open problem, which is why this thesis proposes to list and explain the mechanisms of electrical transfer at the interface between two conductors and thus make the link with the surface condition through a simulation. In addition, this thesis brings a new mechanism of electric arc transfer in order to take into account unexplained phenomena
Walker, Philip D. "Un populiste californien, marion cannon (1834-1920)". Montpellier 3, 1998. http://www.theses.fr/1998MON30029.
Pełny tekst źródłaSchram, 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.
Pełny tekst źródłaGuertin, 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.
Pełny tekst źródłaFleskes, Gabriele. "Untersuchungen zur Textsortengeschichte im 19. Jahrhundert : am Beispiel der ersten deutschen Eisenbahnen /". Tübingen : Niemeyer Verl, 1996. http://catalogue.bnf.fr/ark:/12148/cb37320473k.
Pełny tekst źródłaBieta, Serge-Yvon. "Entreprises publiques de chemins de fer et droit communautaire". Rouen, 1997. http://www.theses.fr/1997ROUEL274.
Pełny tekst źródłaAfter 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.
Pełny tekst źródłaAudet-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.
Pełny tekst źródłaAbrahao, Amancio Rosa Carolina, i 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.
Pełny tekst źródłaLa 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.
Auphan, 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.
Pełny tekst źródłaKalenda, 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.
Pełny tekst źródłaFragola, Fleur. "Vers une politique ferroviaire européenne ? : l'Europe à toute vapeur ? /". Paris : l'Harmattan, 2007. http://catalogue.bnf.fr/ark:/12148/cb41160751v.
Pełny tekst źródłaSaubesty, 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.
Pełny tekst źródłaFaisant-Torrijos, Marie-Annick. "Les chemins de fer espagnols : images et représentation littéraire, 1837-1900". Paris 10, 1987. http://www.theses.fr/1987PA100060.
Pełny tekst źródłaThe 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.
Pełny tekst źródłaNuma, 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.
Pełny tekst źródłaJanuary 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.
Pełny tekst źródłaChamat, 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.
Pełny tekst źródłaNussbaumer, Marc. "Tensions et conflits autour des chemins de fer britanniques au XXé siècle". Besançon, 1995. http://www.theses.fr/1995BESA1026.
Pełny tekst źródłaLauriot, Norbert. "L'adaptation géographique et technique des chemins de fer urbain : réseaux de métropolitain". Paris 1, 1996. http://www.theses.fr/1996PA010643.
Pełny tekst źródłaUrban 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.
Pełny tekst źródłaBibliogr. 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.
Pełny tekst źródłaAs 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.
Pełny tekst źródłaCybernetics 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.
Pełny tekst źródłaNearly 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.
Pełny tekst źródłaRailways 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.
Pełny tekst źródłaVarlet, Jean. "Géographie des relations ferroviaires en France". Lille 3 : ANRT, 1988. http://catalogue.bnf.fr/ark:/12148/cb376105030.
Pełny tekst źródłaCarlisle, 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.
Pełny tekst źródłaKakizaki, 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.
Pełny tekst źródłaBibliogr. 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.
Pełny tekst źródłaYANG, 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.
Pełny tekst źródłaMaestri, 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.
Pełny tekst źródłaFrom 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.
Pełny tekst źródłaOuma, 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.
Pełny tekst źródłaOur 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.
Pełny tekst źródłaThe 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.
Pełny tekst źródłaThis 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.
Pełny tekst źródłaRailways 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.
Pełny tekst źródłaPina-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.
Pełny tekst źródłaLee, 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.
Pełny tekst źródłaPascual, 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.
Pełny tekst źródłaLévêque, 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.
Pełny tekst źródłaGamandzori, Joseph. "Chemin de fer, villes et travail au Congo, 1921-1953". Lille 3 : ANRT, 1988. http://catalogue.bnf.fr/ark:/12148/cb37605315f.
Pełny tekst źródłaMarchetti-Di, Napoli Mila. "L' ouest des Etats-Unis sur les cartes des chemins de fer de 1853 à 1890 : représentation de l'espace et du territoire". Aix-Marseille 1, 2008. http://www.theses.fr/2008AIX10044.
Pełny tekst źródłaRohrbacher, Michel. "La Compagnie des chemins de fer de l'Est : contribution à l'histoire juridique des transports ferroviaires". Thesis, Strasbourg, 2014. http://www.theses.fr/2014STRAA007.
Pełny tekst źródłaThe French East Railway Company is a railway public limited company which was founded in 1854. Several statutory railway companies in the North East of France merged into one to create it. The East Company lost a part of its network after the Franco-Prussian war of 1870-1871. However, it continued to exist until the railway nationalization in 1937. The East Railway Company then became the East Investment Trust, with representation on the board of directors of the French National Railway Company, and with shares up to 17,9% of its capital.This thesis, which focuses on the public service, will first examine the East Railway Company as a business firm. Its elements, its working and the status of its workforce will be analyzed. Secondly the creation of the Eastern network and its development will be presented. The concepts of concession, compulsory purchase order, carriage transport contract and liability will be underlined
Audet-Perrier, Dominique. "L'implantation du chemin de fer en Charente et ses conséquences économiques et sociales : du mythe à la réalité 1836-1883". Poitiers, 1994. http://www.theses.fr/1994POIT5023.
Pełny tekst źródłaThe purpose of this thesis is to show how the railway set up in a rural area of the south west of france in the xixth century, how the inhabitants reacted to this event and also how the infrastructures of the railway were built technically and humanly speaking. The second part deals with the railway compagny of 2nd categroy, called the railway company of charente, which played a tremendous part in the development since it set up quite a few lines and developed into a real rail network. Yet the company had to face the fierce competition of the powerful company of orleans and was driven to bankruptcy. Its fate brought about an important national political debate between liberalism followers and the believers of a state intervention in the management of the french railway. The third part shows the repercussions the coming of the railway had on the economical and social life of the department of charente : drift from the rural area, competition with the other means of communication, lanbdscape modification. Changign of activities, upheaval of traditions and ways of life
Cam, Anh Tuan. "Le chemin de fer Haiphong - Yunnan (1898-1945)". Thesis, Aix-Marseille, 2014. http://www.theses.fr/2014AIXM3018.
Pełny tekst źródłaThe construction and the operation of the Haiphong-Yunnan railway took place in the framework of the French presentation in Viet Nam, started by the attack in 1858 at the port Tourane (Da Nang) and suspended in 1945, after the Japanese coup and the declaration of the independence of Vietnam. In fact, the process of construction and operation of this line had an influence on the society and the economy of Tonkin. The objective of this thesis is to examine the socio-economic and socio-political influences of this railway. In addition, the thesis also aims 1) to the lives of workers on construction sites in the Upper-Tonkin, 2) the profitability of the Company railways Indochina and Yunnan and 3) the role of this line throughout the Second World War
Rouvillois, Bertrand. "Histoire de la signalisation ferroviaire en France de 1827 à 1914". Paris 4, 1999. http://www.theses.fr/1999PA040049.
Pełny tekst źródłaCellar, Horst. "Untersuchung des Dämpfungsverhaltens der Schlupfstelle zwischen Rad und Schiene /". Bochum : [s. n.], 1989. http://catalogue.bnf.fr/ark:/12148/cb37148972m.
Pełny tekst źródłaAntunes, Claudia Bonnafous Alain. "Processus de décision en matière de transport urbain au Brésil le cas des trains métropolitains /". [S.l.] : [s.n.], 1991. http://theses.univ-lyon2.fr/sdx/theses/lyon2/1991/antunes_c.
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