Literatura científica selecionada sobre o tema "Chemin de fer de Paris à Lyon"
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Artigos de revistas sobre o assunto "Chemin de fer de Paris à Lyon"
Levet-Labry, Eric, e Pierre-Olaf Schut. "La Route des Loisirs à l’est de Paris : itinéraires et destinations touristiques au tournant du XXe siècle". Cahiers de géographie du Québec 57, n.º 162 (12 de setembro de 2014): 407–23. http://dx.doi.org/10.7202/1026526ar.
Texto completo da fontePapayanis, Nicholas. "Urbanisme du Paris souterrain : premiers projets de chemin de fer urbain et naissance de l'urbanisme des cités modernes". Histoire, économie et société 17, n.º 4 (1998): 745–70. http://dx.doi.org/10.3406/hes.1998.2011.
Texto completo da fonteDeraeve, Sophie. "Réseaux ferrés et territoires. La géographie humaine du chemin de fer – un retour aux sources, Nacima Baron, Pierre Messulam, Paris : Presses des Ponts, 2017". Flux 111-112, n.º 1 (2018): 111. http://dx.doi.org/10.3917/flux1.111.0111.
Texto completo da fonteDesjardins, Xavier. "Baron N. et Messulam P., Réseaux ferrés et territoires La géographie humaine du chemin de fer. Un retour aux sources , Paris, Presses des Ponts, 2017." Annales de géographie N° 728, n.º 4 (29 de julho de 2019): 96. http://dx.doi.org/10.3917/ag.728.0096.
Texto completo da fontePINSON, GUILLAUME. "LE QUÉBEC DANS LE SYSTÈME FRANCOPHONE DE L’INFORMATION AU XIXe SIÈCLE". Dossier 42, n.º 3 (21 de setembro de 2017): 13–24. http://dx.doi.org/10.7202/1041044ar.
Texto completo da fonteVallat, Colette. "Claire Étienne-Steiner, « Le Havre, un port, des villes neuves », Cahiers du Patrimoine, 71, préface Bernard Gauthiez, Éditions du Patrimoine, 2005, 365 p. Hélène Bocard et al., « De Paris à la mer, la ligne de chemin de fer Paris-Rouen-Le Havre, Île-de-France et Haute-Normandie », Images du patrimoine, 239, sous la direction de Dominique Hervier, avant-propos Bernard Toulier, Denis Woronoff, 2005, 152 p." Histoire urbaine 20, n.º 3 (2007): 179. http://dx.doi.org/10.3917/rhu.020.0179.
Texto completo da fonteLassailly-Jacob, Véronique. "Sautter, Gilles. – Un projet colonial sans lendemain. Le chemin de fer Bangui-Tchad (A.E.F.). Paris, Centre d’Études africaines, École des hautes études en sciences sociales, 1999, 325 p., xxiii planches, bibl. (« Dossiers africains »)." Cahiers d'études africaines 42, n.º 167 (1 de janeiro de 2002). http://dx.doi.org/10.4000/etudesafricaines.1510.
Texto completo da fonteTeses / dissertações sobre o assunto "Chemin de fer de Paris à Lyon"
Carlisle, 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.
Texto completo da fonteCanton-Debat, Jacques Lequin Yves-Claude. "Un homme d'affaires lyonnais Arlès-Dufour (1797-1872) /". [S.l.] : [s.n.], 2000. http://demeter.univ-lyon2.fr/sdx/theses/lyon2/2000/jcanton-debat.
Texto completo da fonteCanton-Debat, Jacques. "Un homme d'affaires lyonnais : Arlès-Dufour (1797-1872)". Lyon 2, 2000. http://theses.univ-lyon2.fr/documents/lyon2/2000/jcanton-debat.
Texto completo da fonteSelf-made man, F. B. Arlès-Dufour, commissionner in the silk trade, faithful saint-simonian - old friend and executor for Prosper Enfantin - devoted himself, early in life, to economical and social affairs. His priority was to serve the interests of that class of people which was the poorest and most numerous. So, he took an early initiative, with often-stubborn persistence, in introducing and developing elementary and professional education (Société d'Instruction primaire du Rhône, Martinière, Ecole centrale lyonnaise, Société d'Enseignement professionnel du Rhône). Inamited by important actions, member of Chamber of commerce for 36 years, he was directly involved in the beginnings of the numerous industrial and commercial companies of the 19th century : banks (Banque de Lyon, Banque de France (Lyons), Crédit Lyonnais), railways (Paris, Lyons, Mediterranean), Suez canal - before Lesseps ! - etc. With an unfailing perseverance, he devoted himself to free exchange. Closely acquainted with numerous economic and political figures in Britain (Bowring, Cobden, Bright), he was one of the instigators of the commercial treaty with England of 1860. Member of the jury of several national and international exhibitions, he was especially general secretary of the International Exhibition of Paris of 1855, with the prince Napoléon as president. Regular visitor of the Palais Royal and, without doubt, Les Tuileries, sans rien craindre ni attendre du pouvoir" ("fearing nothing and expecting nothing from the authorities") as he wrote to the Emperor on april, second, 1869, this upright man of action, with a strong and unique personality, was made Commandeur de l'Ordre impérial de la Légion d'honneur
Chevandier, Christian. "Cheminots en usine : les ouvriers des ateliers de réparations ferroviaires d'Oullins du tournant du siècle à la nationalisation". Lyon 2, 1990. http://www.theses.fr/1990LYO20034.
Texto completo da fonteThe workers of the railway repair work-shop in oullins have turned this village in a town of workers. Nevertheless, in spite of the importance of the settling of the first metallurgical site in the area until the year 1910, the company "P. L. M. " has not made oullins his own city. Torn apart between a railway-workers status and a metallurgy reality, the workers of the railway repairs work-shop in oullins forged themselves a compound identity. The monographical approach allows to throw a light on behavious of implication in the affairs of the city or in professional or corporatist acitivties wich can be related to others biographic elements
Lamoureux, David. "Les cheminots du Sud-Est de la France de la démobilisation au Front populaire : hommes, agents, syndiqués : thèse". Nice, 2004. http://www.theses.fr/2004NICE2025.
Texto completo da fonteDésabres, Pascal. "Le chantier du chemin de fer métropolitain de Paris, de 1898 à 1946". Paris 4, 2007. http://www.theses.fr/2007PA040196.
Texto completo da fonteThe building of an underground electric mass transportation system in Paris was an upheaval for this city. After a long term debate between Governement and City hall, Paris obtained the charge to build the Metro’ infrastructures. From 1898, a huge construction site invaded the whole city. Up to 1914, City’s public work engineers, constructions entrepreneurs and workers built, without a break. Leaded by Fulgence Bienvenüe, an extraordinary engineer, nothing stopped the building of the Metro network, neither underground old quarries, nor the Seine and a very wet soil. First World War represented a rupture. Construction sites stopped, because a lack of workers. 1919-1929 decade was a wavering period, regarding the network extensions. . Should the Metro pass through the Paris’ limits ? Did the capital had to take a risk, by having a new link with the suburb ? In 1929, a great extension pattern was designed. But the 1930-1939 décade is not so active than the ten fisrt years of building. Therefore, some important infrastructures were built, in a narrower space and a more and more complex underground. World War II was a blow : no workers, and war shortage destroyed the 1929 extension projects. In 1946, the Metropolitain network reached a kind of maturity. The Metro is now a face and a symbol of Paris. Three chapters give an overview on important aspects : firstly, regarding the works financing, then, the men, mainly workers and engineers, thus the Parisians’ opinion on this great change in their city, which put the streets upside down. Photographs are an important source that shows the Metro transformed the face and the look on the French capital
Bowie, Karen. "L'"éclectisme pittoresque" et l'architecture des gares parisiennes au 19e siècle". Paris 1, 1986. http://www.theses.fr/1986PA010563.
Texto completo da fonteDhoiffir, Loutfi. "Une histoire comptable et financière de la ligne ferroviaire dite de la « petite ceinture » Paris (1853-2014) : Approche par les théories de la décision". Thesis, Sorbonne Paris Cité, 2015. http://www.theses.fr/2015PA131003/document.
Texto completo da fonteThe Line Little Belt is a former Paris railway line double track 32 kilometers in length (excluding connections) who went around Paris within the boulevards of the Marshals. Opened by sections 1852 to 1869, it is first devoted exclusively to freight traffic before being opened for passenger traffic, with the exception of the Auteuil line, unlike directly open to travelers in 1854 and only in 1867 for goods. Deserted by Parisians because of growing competition from the Metropolitan in 1900, the line is, for most of his career, closed to passenger traffic Sunday, July 22, 1934, except the Auteuil line remained open until in 1985. Freight traffic has disappeared since the early 1990s, and the line is now largely abandoned and missing a portion of its length. A portion of the Auteuil line, however, was built in 1988 to the RER C line. Many stations were destroyed including Montsouris. Passy Station has been preserved by being converted into a restaurant. Stations were converted as station Charonne. Remained abandoned since 1993, the Little Belt has been the subject of a first phase of consultation in 2013 in order to sketch the future. Our research is at the heart of the debate about the future of the Little Belt Paris. It aims to demonstrate the importance of the railway line since its inception in 1852 until it closed in 1934 for passenger service. We provide a comparative analysis of the situation of the accounting and financial management from 1854 to 1934 to determine the different results of operations conducted to evaluate the financial performance of the line. Our approach is to understand why intelligent men, in possession of all their resources, they have taken the decision to voluntarily stop the activity of theLittle Belt line. What are the consequences of setting aside of the very long term of this railway platform? What are theshortfalls of this Sleep? Little research has been based on this approach, and our research was to study the differentapproaches to the decision based on the theories of rational decision of Simon of Cyert and March and the absurd theories of decision Christian More l . After comparison of these different approaches, we have learned as a result to escape the non-decision, applying the theory of meta-rule of the reliability
Scapino, Julie. "De la friche urbaine à la biodiversité : Ethnologie d’une reconquête : (La petite ceinture de Paris)". Thesis, Paris, Muséum national d'histoire naturelle, 2016. http://www.theses.fr/2016MNHN0006/document.
Texto completo da fonteThe attention for biodiversity has drawn to cities: it is now necessary to take care of species and ecosystems even in the most artificialized environments. Yet, hosting a wild nature disturbs the order and cleanliness criteria ruling urban spaces, and changes the professional cultures of their designers and managers. By the end of 2011, Paris adopted a Biodiversity Plan. Based on ecological science knowledge, its aim is to reinforce the presence of flora and fauna in the capital and to change city-dwellers’ perceptions on wild nature in cities. This policy is confronted to the ethnography of a vast urban wasteland, which is a territorial issue for Parisian biodiversity: the petite ceinture. Built during the XIXth century around Paris, this railway line, unused on a large portion, has been colonized by fauna and flora. Although public access is not permitted, this area is nevertheless intensely frequented by many inhabitants. The study among informal users focused on their relations to the place and the nature within it. The lack of official function and the loosy surveillance allow a diverse, transgressive and inventive social life. If nature is not central in the relations to the wasteland, it is a component of the place’s identity. The free development of plants is recognized for its rarity in an ultra-controlled urban world, while their ecological interest is not much mentioned. At the same time, the petite ceinture is being institutionalized. On one side, a differentiated management is implemented since 2006 by a staff whose action participates in ordering the space. On the other side, Paris City Hall converts some spots of the linear into community and public gardens. The case study of a promenade in the XVth arrondissement reveals a true attention towards biodiversity. But the recapture of the railway goes together with new modalities of controlling life, and the normalization of the place and its social practice. Wild grass and informal practices emerge where control comes loose. If bad weeds have been rehabilitated, maybe it is possible to change our perspective on the social fertility of the wasteland
Kitagawa, Daijiro. "Formation de l'espace nodal ferroviaire : Paris et Tokyo". Phd thesis, 1999. http://pastel.archives-ouvertes.fr/pastel-00868405.
Texto completo da fonteLivros sobre o assunto "Chemin de fer de Paris à Lyon"
Chaintreau, Jean. Les chemins de fer: Paris-Lyon-Méditerranée. Paris: La Vie du rail, 1993.
Encontre o texto completo da fonteSheila, Hallsted-Baumert, Gasnault François, Zuber Henri, Régie autonome des transports parisiens. e Archives de Paris, eds. Métro-cité: Le chemin de fer métropolitain à la conquête de Paris, 1871-1945. Paris: Paris musées, 1997.
Encontre o texto completo da fonteJacques, Perenon, e Chappelet Robert, eds. Le chemin de fer de Lyon à Vaugneray et l'histoire de la Compagnie Fourvière et Ouest lyonnais. Breil-sur-Roya: Cabri, 2007.
Encontre o texto completo da fonteJacquemin, Jean-Marie. La ligne de Sceaux au fil du temps. [Palaiseau, France]: Palaiseau culturel, 1985.
Encontre o texto completo da fontePhilippe, Ayrault, e Inventaire général du patrimoine culturel (France), eds. De Paris à la mer: La ligne de chemin de fer Paris-Rouen-le Havre : Ile-de-France et Haute-Normandie. Paris: Inventaire général du patrimoine culturel, 2005.
Encontre o texto completo da fontePeyrafitte, Jacques. Il était une fois l'Arpajonnais, 1893-1936: Le chemin de fer sur route de Paris à Arpajon. 2a ed. Le Mée-sur-Seine: Amatteis, 1988.
Encontre o texto completo da fonteJean, Monneret. Du chemin de fer à l'Eurotunnel: Les peintres témoins de leurs trains : Salon des indépendants, Espace Tour Eiffel, 1994. [Paris]: Editions E. Koehler pour la Société des artistes indépendants, 1994.
Encontre o texto completo da fonteFontaine, Astrid. Le peuple des tunnels: 1900-1930. Paris: Ginkgo editeur, 2012.
Encontre o texto completo da fonteFrançois, Moureau, Polino Marie-Noëlle, Association pour l'histoire des chemins de fer en France. e Groupe de recherche sur la littérature des voyages (Université de Paris IV, Paris-Sorbonne), eds. Écritures du chemin de fer: Actes de la journée scientifique organisée en Sorbonne, le 11 mai 1996, par l'Association pour l'histoire des chemins de fer en France (AHICF) et par le Groupe de recherche sur la littérature des voyages (GRLV), publiés avec l'aide de l'Université de Paris-Sorbonne (Paris IV). Paris: Klincksieck, 1997.
Encontre o texto completo da fonteAssociation pour l'histoire des chemins de fer en France. Colloque. Electricité et chemin de fer: Cent ans de progrès ferroviaire en France par l'électricité : actes du colloque organisé par l'Association pour l'histoire des chemins de fer en France et par l'Association pour l'histoire de l'électricité en France (4e colloque de l'AHICF/10e colloque de l'AHEF), Paris, Union internationale des chemins de fer, 17-19 mai 1995. Paris: Association pour l'histoire de l'électricité, 1997.
Encontre o texto completo da fonteCapítulos de livros sobre o assunto "Chemin de fer de Paris à Lyon"
Galviz, Carlos López. "Suivre les lignes, briser les cercles : le chemin de fer urbain et l’idéal socialiste à Londres et Paris au tournant du XXe siècle". In Les transports de la démocratie, 103–16. Presses universitaires de Rennes, 2014. http://dx.doi.org/10.4000/books.pur.50861.
Texto completo da fonte