Teses / dissertações sobre o tema "Chemin de fer du Congo"
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Gamandzori, Joseph. "Chemin de fer, villes et travail au Congo, 1921-1953". Lille 3 : ANRT, 1988. http://catalogue.bnf.fr/ark:/12148/cb37605315f.
Texto completo da fonteGamandzori, Joseph. "Chemin de fer, villes et travail au congo (1921-1953)". Paris 7, 1987. http://www.theses.fr/1987PA070109.
Texto completo da fonteThe question is about the railway building (congo-ocean) and his effects on the surrounding regions. The story take place in congo colony during french control. The railway building was opened by g. G augagneur in 1921 (relieved by antonetti in 1924), after thirty years of comparison of projects and unproductive debates. Licence holders have stranded to realize the infrastructure prescribed. So, the question of transport remained an obstacle to expand the colony. From 1921 to 1934, congo-ocean building mobilized all popular's might, by the building and supplying. Men have work in a thick forest, forced, without some adequate instruments, by very bad hygie -nic conditions. The mortality was considerable. The railway allowed the work migrations, around the way and the stations, following forest, mineral extraction, and plantations ativities. The urbanization take a great development with the railway building, accentuated by the f. I. D. E. S program starting after the second war-world : (housing estate of pointe-noire, brazzaville, dolisie). It has been intersting to examine economics, psychological, and social mutations who take place in the railway environment : like diffusion of new customs ofconsuption, the wage earner work, some experience in using manpower (chinese people, women. . . ). The landed presure and the commercial development happenned around the railway belt, so, authorities take steps to struggle againstthe crisis who happenned after the railway building. The railway was an instrument of authorities'regulation economic, social and cultural in congo and a. E. F
Logeat, Jean-Marc. "Cybernétique et chemin de fer". Paris 4, 1997. http://www.theses.fr/1997PA040243.
Texto completo da fonteCybernetics 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
Cam, Anh Tuan. "Le chemin de fer Haiphong - Yunnan (1898-1945)". Thesis, Aix-Marseille, 2014. http://www.theses.fr/2014AIXM3018.
Texto completo da fonteThe 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
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.
Texto completo da fonteHamiche, M'Hamed. "Chemin de fer, aménagement de l'espace et développement économique au Maroc". Tours, 2002. http://www.theses.fr/2002TOUR1501.
Texto completo da fonteVan, Gelder de Pineda Rosanna. "Aux origines du chemin de fer de Djibouti à Addis-Abeba". Paris 4, 1994. http://www.theses.fr/1994PA040127.
Texto completo da fonteThis study consisting of six volumes, the last one composed of annexes and iconography, examines the franco-ethiopian railways and the two companies that built its two sections: the "cie imperiale des chemins de fer ethiopiens" and the "cie des chemins de fer francoethiopiens de djibouti a addis-adeba". The first company was developed under the control of international financiers, composed largely of south african interests and, discretely, those of king leopold of belgium, their aim being an east-west junction, complementing the cape to cairo railway in an african cross. Through their network of investments, which included several colonial companies such as the "cie de mozambique", the "cie de katanga" and the mother-company, the "oceana consolidated company", they controlled the port of djibouti. Interecine conflicts resulted in the elimination of a certain group and the dissolution of the first company. The french government intervention enables a consortium of eight french banks to obtain a new concession, known as the "vitalien" in 1908, they finance the second company and finish the railway to the ethiopian capital in 1916. Numerous agreements mark the history of the franco-ethiopian railway, such as the tripartite arrangement of 1906 which divides the region in english, french and italian spheres fo influence. The finances of the two companies, the construction and the exploitation of the rail way, the contracts and the commerce of the port of djibouti, worth 300 millions francs in 1935, are also examined
Audet-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.
Texto completo da fonteGharbi, 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.
Texto completo da fonteBibliogr. p. 317-325.
Rigal, Jean-Luc. "Les noms des lignes de chemin de fer au Japon : étude de géolinguistique". Lille 3, 2008. http://www.theses.fr/2008LIL30002.
Texto completo da fonteNearly 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
Assis, Raimundo Jucier Sousa de. "Chemin de fer du papier: domaines des projets territoriaux de Cearà (1864-1880)". Universidade Federal do CearÃ, 2011. http://www.teses.ufc.br/tde_busca/arquivo.php?codArquivo=6402.
Texto completo da fonteLa prÃsente Ãtude traite de quatre projets de chemi n de fer qui ont Ãtà Ãlaborà pendant que propositions de modernisation pour le territoire du Cearà entre les annÃes 1864 et 1880. Lâobjectif est de discuter la gÃographie de les iti nÃraires de ces chemins conÃus pour chaque projet, la formation de les promoteurs qui ont real isÃs chaque projection, les lieux et les parties auxquels ils Ãtaient attachÃ, le teneur que les projets obtiendraient par lâÃteinte de la dÃcentralisation des rÃseaux commerciaux du CearÃ, les relations entre les projets ferroviaires et le contexte agro-exportateur et lâimplantation d u chemin de fer Fortaleza-Baturità comme le seul à Ãtre concretisà entre les quatre projets annoncÃs. Les projets ferroviaires ont Ãtà propositions de formation de quatre domaines territ oriaux sÃlectives dans le CearÃ, fermÃe dans les limites de la province avec lâobjectif de chaque projection âlierâ points situÃs à l'interieur de l'Ãtat à un port sur la cÃte, mais, politiquement liÃe à l'Ãtat monarchique et le capitalisme international, dans la mesure oà la com binaison Ãtait parmi les oligarchies locales, la Couronne, et les nÃgociations avec le capital Ãt ranger. Dans Ferrovias de Papel nous cherchons à transformer les projets ferroviaires à Ãventuelles interprÃtations territoriales, mettant l'accent sur les intÃrÃts des rares hommes de la classe seigneuriale, de planifier et dÃcider les chemins de la modernisation dans la pro vince du Ceara.
Este estudo trata de quatro projetos ferroviÃrios que foram elaborados enquanto propostas de modernizaÃÃes para o territÃrio do Cearà entre os anos de 1864 a 1880. O intuito à debater a geografia dos traÃados projetados para cada plano, a formaÃÃo dos personagens propositores de cada projeÃÃo com os lugares e os partidos polÃticos a quem estavam atrelados, o conteÃdo que os planos ganhariam por terem sido riscados sob a centralidade dividida das redes comerciais do CearÃ, as relaÃÃes entre os projetos ferroviÃrios e o contexto agro-exportador e a implantaÃÃo da estrada de ferro de Baturità como o Ãnico projeto ferroviÃrio a ser materializado entre os quatro planos anunciados. Os planos ferroviÃrios foram propostas de formaÃÃo de quatro domÃnios territoriais seletivos no CearÃ, fechados aos limites da provÃncia, por ter cada projeÃÃo o objetivo de âprenderâ pontos do interior a um porto no litoral, porÃm, ligados politicamente ao Estado monÃrquico e ao capitalismo internacional, na medida em que a combinaÃÃo estava entre as oligarquias locais, a Corte e as negociaÃÃes com o capital estrangeiro. Em Ferrovias de Papel buscamos inverter os documentos ferroviÃrios em possÃveis interpretaÃÃes territoriais, acentuando como os interesses de poucos homens da classe senhorial riscavam, planejavam e decidiam os caminhos das modernizaÃÃes na provÃncia do CearÃ
Désabres, 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
Cadieux, Hélène. "La compagnie de chemin de fer du Saint-Laurent et de l'Atlantique (1835-1853)". Mémoire, Université de Sherbrooke, 1991. http://hdl.handle.net/11143/8638.
Texto completo da fonteLakroum, Monique. "Chemin de fer et réseaux d'affaires en Afrique occidentale : le Dakar-Niger, 1883-1960". Paris 7, 1987. http://www.theses.fr/1987PA070079.
Texto completo da fonteAt the end of the XIXth century, the building of the railway network in West Africa was not only an instrument of colonization but also, in the eyes of some french industrialists, the means to experiment with new techniques of exploitation. Thus the railway line from Dakar to the Niger answered economic and political purposes of various kinds but confliting with the pratices that had been inherited from african trade. Thanks to the spreading of road transport after world war i, the merchants gradually developed rival trade channels which enabled them to control the markets in Senegal and Sudan (Mali) previously linked by rail traffic. In so doing they were able to maintain the mechanisms of arbitrage based upon the local differences in price which the fall in the costs of rail transport was showing a tendency to reduce. Consequently, the growth that was started by railway investments did not spread to all the economic activities
Lakroum, Monique. "Chemin de fer et réseaux d'affaires en Afrique occidentale le Dakar-Niger, 1883-1960 /". Lille 3 : ANRT, 1987. http://catalogue.bnf.fr/ark:/12148/cb376068915.
Texto completo da fonteDoumas, Emmanuel. "Diversification des activités et privatisation des entreprises de chemin de fer : enseignements des exemples japonais". Phd thesis, Ecole des Ponts ParisTech, 2008. http://pastel.archives-ouvertes.fr/pastel-00005211.
Texto completo da fonteBéranger, Chantal. "Le rôle du chemin de fer en Afrique : les cas du Mozambique et du Kenya". Thesis, Le Havre, 2012. http://www.theses.fr/2012LEHA0010/document.
Texto completo da fonteThis thesis is the relationship between the themes of transport and sustainable development through the concept of congruence. It specifically addresses the issue of the role of the railway in improving the lives of rural populations and particularly in two African states, Mozambique and Kenya
Lloga, Fernández Rolando. "Tabac et chemin de fer. Le paysage culturel de Vuelta Abajo dans l´ouest de Cuba". Master's thesis, Universidade de Évora, 2019. http://hdl.handle.net/10174/26939.
Texto completo da fonteMengou, Nguema Samuel. "L'impact du chemin de fer transgabonais sur l'aménagement et les modifications de l'environnement de Booue (Gabon)". Montpellier 3, 1988. http://www.theses.fr/1988MON30031.
Texto completo da fonteThe transgabonese is a railway which has benefited from the modern techology, but its total cost is excessively stiff. It is a railway infrastructure which will be useful for the evacuation towards libreville-owendo port of ore abstracted from franceville area, also for the evaluation of the forst working production from the crossed areas, till then without reliable roads and insufficiently peopled. So it is desirable that the gabonese state showld put a presmium on a supervised immigation policy of the africain rural workers alongside the railway particularly in the environs of the fat booue in forest farming. Those rew farmers will alsabe able to contribute to the agriculture development, for it is obvious that the gabonese development goes by the development of its agriculture which only can assure the alimony self sufficiency of the state in the transgabonese geographical context
Doumas, Emmanuel. "Diversification des activités et des privatisations des entreprises de chemin de fer : enseignements des exemples japonais". Paris Est, 2008. http://pastel.paristech.org/5211/01/Annexestot1.pdf.
Texto completo da fonteAudet-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.
Texto completo da fonteThe 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
Coretchii, Iaroslavna. "Bagdadbahn : géopolitique en mutation et renseignement militaire russe au Moyen-Orient (1878-1914)". Mémoire, Université de Sherbrooke, 2016. http://hdl.handle.net/11143/8868.
Texto completo da fonteDesplantes, Anne. "Les grands réseaux de chemin de fer français pendant et après la Première Guerre Mondiale : 1914-1921". Paris 10, 1995. http://www.theses.fr/1995PA100192.
Texto completo da fonteThe French railways companies have played a great role during the First World War. For the first time, the staffs used them for the French and allied armies. The military role was very difficult. Personnel and wagons missed. There was a crisis on the railways during and after the war. The repercussions of the war were important: financial crisis, problems with personnel and material, rails to rebuild
Jean, Hélène. "Chemin de fer (MOB) et organisation régionale en moyenne montagne suisse : Pays d'En Haut et Haute Sarine". Paris 4, 2005. http://www.theses.fr/2005PA040057.
Texto completo da fonteThe railroad track, booming, at the end of the 19th century in the industrial countries of Europe, allowed the aristocracy and the " nouveaux riches " to move more quickly around the continent. They soon flocked to the banks of the lake " Léman ", particularly in the region of Montreux, known under the name " Rivièra Lémanique " which was covered very quickly by sumptous hotel construction. But the mountain, very close, attracted also the high society of the " Belle Epque " who wanted to be able to go there easily. To do that, appropriate means of communication were needed. By the end of the 19th century, a concession was given for a railroad line " Montreux-Oberland Bernois ". By 1901, this railroad track went up to the village " Les Avants-sur-Montreux " (978 meters high) then with service to all the inter-mountain valleys. The arrival of that train in the villages – for the important movement of tourists it created – elevated them to a well-known status as compared to Gstaad, and made fashionable for " High Society " of the time. A region was born, that of M. O. B. Growing each year without ceasing. From then on, consideration of that region was necessary for successful tourism. Finally, regardless of the chagres in tourism, the company M. O. B. Can find solutions, by adapting itself to the needs of this regional entity on one hand, but on the other hand, by extending skillfully their area of influence to the Riviera Lémanique
Tshingi, Kueno Ndombasi. "Le chemin de fer de Benguela (1903-1953) : le capital privé et la colonisation portugaise en Angola". Paris 7, 1996. http://www.theses.fr/1996PA070092.
Texto completo da fonteThe thesis is made with british and belgian archives. It is about the origin and the financing of the project, building and running of the benguela railway. The benguela railway has been constructed by a british company with private funds, in a portuguese colony (angola) fo the working of the mines of katanga (belgium congo). The benguela rai way aroused conflicts between the railway companies of the region and the colonial interets. It is also about the role of africans in this project and the benefit of the benguela railway
Allouette, Patrick. "Mexique : le chemin de fer Chihuahua-Pacifique : voie de communication, histoire et société (de 1849 à nos jours)". Perpignan, 2000. http://www.theses.fr/2000PERP0360.
Texto completo da fonteNdjimba, Joseph. "Transgabonais : désenclavement et production territoriale en milieu forestier équatorial (Gabon)". Bordeaux 3, 2006. http://www.theses.fr/2006BOR30075.
Texto completo da fonteInaugurated in December 1986, the railroad Transgabonais connects Libreville to Franceville while passing by Ndjolé, Booue and Lastourville. The realization of this infrastructure will have necessity more thanten years of work and efforts, thus constituting on of the largest bulding site in Africa. It was indeed necessary to face many obstacles. The first of financial nature was surmonted without one making a pact with the devil thanks to the internationnal assistance, the many loans and every active national participation which benefit from theeffects of the oil boom. But most important dificult was still the condition imposed by the natural environment. The abundance of rivers, the importance of precipitations, the broken relief constituted a genuine barrier which on could not easly cross. The realisationof Transgabonais takinginto account its obstacles wilhaverepresenten a considerable fancial sacrifice. The repercussions of this investment cannot be read only in financial terms, it is also necessary to bold account to the psychological effects which accompany the realization by this infracstructure. Transgabonais is also a symbol with translate a will of assertion and territorial integration. The centring of Haut-Ogooue in Gabon is a perfect one illustration. But like many other Africa railway, Transgabonais is Cross-piece one period uncertainly, wich limit its action
Guerrero, Bermúdez Isell María. "Chemin de fer électrique dans la banlieue de La Havane : organisation du territoire et changement de paysage depuis 1906". Master's thesis, Universidade de Évora, 2021. http://hdl.handle.net/10174/31056.
Texto completo da fonteKamleh, Hakam. "La nouvelle organisation industrielle du chemin de fer face au marché : les leçons à tirer des expériences de réforme". Aix-Marseille 3, 2010. http://www.theses.fr/2010AIX32027.
Texto completo da fonteWithin the framework of the railway industry reform, Europe lays down vertical separation as the only solution to all the countries but it is not necessarily the best choice. However, vertical separation can be a good or bad solution depending on the country and size of the affected market. The vertical separation should not have been the only solution because it can also involve some disadvantages. An in-depth study of the reforms which have begun in other parts of the world shows that other modalities can exist. The arbitration between the advantages and disadvantages of the different modalities of reforms can help us to define a type of reform allowing the organisation of the railway to achieve, depending on the circumstances and on the economical efficiency hoped for. In reality, Europe requires vertical separation in order to introduce concurrence. Nevertheless, this method raises the following question: would it have been possible to improve the interoperability and facilitate the access for competitors without resorting to the vertical separation? One should also wonder whether some criteria should be taken into account at the moment of each reform or if the reform depends, in each country on the sole “good sense” of the railway decision makers. Actually, the effectiveness of the reform depends on two major elements: first, the network (market) size; second, the regulatory framework and its degree of flexibility. This illustrates that the failure or the success of the reform of the railway organization does not depend “solely” on the modality of the reforms which have begun
MALA, MAKANI KHUMBI ROBERT. "Le rail en A. O. F. (1880-1940) : L'avènement du chemin de fer et son rôle dans la mise en valeur des colonies françaises d'Afrique Occidentale". Paris 4, 1994. http://www.theses.fr/1994PA040080.
Texto completo da fonteIn october 30, 1880, france, the a republican country started its policy on the railway systeme of senegal and its ather colonies in accordance with the convention on concessions. What were the designs of such a policy? what would its results be? was there a logic behind it? if so, what logic? same haring underlined the isolated aspect of that policy, we had to question the accuracy of such an assertion. With the help of compiled resources, we manage to discover what the underlined logic was : "the roumean doctrine of unity of commandment in administrative, economical and financial policies". It is emodied by two proeminent figures : admiral jaureguiberry and ernest roume; and enforced by two institutions : the central government and the military technical committee. That unity shews throug" a common touchstone ". Why did it fail? are its achievements as reglectable as it is argued. Such issues open new perspectives, especially whenone knews what the term of "development" implies. Eventually, has the railway system in french western africa been a financial abyss for france or a saviour of that ruined country. The answer is to be found in the year 1940
Baffi, Solène. "Le chemin de fer et la ville dans le processus de territorialisation en Afrique du Sud : de la séparation à l'intégration territoriale ?" Thesis, Paris 1, 2016. http://www.theses.fr/2016PA01H101.
Texto completo da fonteFirst railway network in Africa, the South African Railways constitute a privileged marker of the territorial mutations that have been shaping this country for decades. The radicalism of political systems shows through the persistency of segregative schemes of which the railways, as part of the planning toolbox, are one of the elements. The inertia of this infrastructure questions its re-appropriation and insertion into the various planning projects over the long term. This thesis approaches the long-term dynamics of 'territorialisation' in South Africa through the prism of railways. This study focuses on the interaction between cities and the railway network, at both the interurban and the intra-urban levels. In order to understand this interaction, cities’ location and railways diffusion patterns are analysed, with a specific emphasis on the shape of the network. Indeed, through their pattern, railways express the intentions of actors in charge of planning at the national level. By the flows it supports and the mobilities it enhances, it gives us information on the socioeconomic requirements of society and the power relations it contains. Thus, this thesis relies on a qualitative and quantitative approach aiming to outline the structuring effects of the railways in South Africa over the long term. Its political use by successive segregationist powers explains partly why nowadays railways keep on marking partition in the post-apartheid urban space and in the practices of city dwellers. However, the recent rail renewal observed in the metropolises, Cape Town in particular, might indicate a possible major inflection in the persistency of inherited dynamics. Indeed, the evolution of the rail offer demonstrates a shift towards a co-construction trend between South African society and urban planning unheard of until now
Clément, Mathieu. "Caractérisation du comportement de dormants ferroviaires en béton armé de polymères renforcés de fibres". Mémoire, Université de Sherbrooke, 2017. http://hdl.handle.net/11143/10655.
Texto completo da fonteReinhardt-Piechowiak, Anne. "Contribution à l'étude aérodynamique des croisements de train à grande vitesse". Valenciennes, 1996. https://ged.uphf.fr/nuxeo/site/esupversions/d9b33546-811f-4e7a-b04e-709bca3fc7af.
Texto completo da fonteOstergaard, Tyler Edward. "The beast within : the contested image of the railroad in French visual culture, 1837-1877". Diss., University of Iowa, 2014. https://ir.uiowa.edu/etd/2128.
Texto completo da fonteCognasson, Patrick. "Organisation, autorités et pouvoirs dans les réseaux de chemin de fer du Nord et de l'Est au cours de la grande guerre (1914-1919)". Thesis, Paris, EHESS, 2019. http://www.theses.fr/2019EHES0094.
Texto completo da fonteMilitary hagiographers are rather laudatory about the role of railwaymen during the Great War "the railway played a key role and the victory was only possible thanks to the railwaymen". Placed under the system of requisition, the railway agents were mobilized on the spot, in the functions which were theirs at the time of the declaration of war. Some of them, however, were sent to the front, which was a source of tension between the General Staff and the management of the Companies; the railways having been constantly understaffed during the war.My research addresses the triangular theme of "power, authority and organization" in a split command report - military and civilian. We confront in their reports of power the three "first" authorities: military regulators directing the regulatory stations and the railway network commissions, the functional hierarchy of the companies and the civil power in a role of referee. These authorities will, in turn, be in a dominant position during the war.Two other authorities, "seconds", intervene sporadically to dispute power with the military. That of doctors is more contingent; it tries to impose itself during the evacuation of the wounded, without being able to make prevail the sanitary urgency on the decisions of transports in course of operation, in spite of a form of "judicial authority which is recognized to him by the high command" . The trade union organization, opposes the military power, later, from June-July 1917, first with the support of the civil power to restore the right of meeting, then, with strikes in major workshops ( Epernay, Noisy-le-Sec), with rather unexpected reversals of military authority. We will seek to situate the limits of these authorities, formal or informal, in the workspaces and in the theater of military operations.Regarding these topics I discussed the activity of the regulatory stations, the organization of work under the leadership of the military, with the transport of equipment and soldiers to the front, an absolute priority of rail transport. Serious traffic accidents as points of extreme tension and disruption of the organization of work during the war, the regime of punishments. I analyzed the passage from the legal responsibility of the agent to the individualization of the fault whatever the malfunctions of the conditions of work and responsibility. I also treat the transport of the wounded in the health trains: organization / disorganization with, in particular the reorganization of the evacuations in the regulating stations, in April 1916.The meeting points of stationers in the stations have been a hotbed of protest against the military order. The staff considered the Rear as a ferment of mutinies of May / June 1917 (see the works of André Loez "the history of the mutineers") and Emmanuel Saint Fuscien, 14-18 Mission du Centenary, June 25, 2013 War Councils warned: "bad soldiers" or "ordinary fighters". The axis of reflection is this tipping point where railway workers become the objective allies of the military to contain the mutineers, others have observed a certain neutrality in the various anti-war demonstrations.The functional hierarchy of the railways did not resign itself to abandoning its disciplinary power to the military. Railroad workers confronted with a certain functional incompetence of the military management, with regard to the exercise of their profession, could only oppose limited resistance. From the autumn of 1917, the resumption in hand of the railroads by the civil power, the authorization of the right of meeting (including for the unionized soldiers) undoubtedly favored the outbreak of social movements, on a mainly corporate ground
Canton-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 fonteCarvalho, da Silva Reginaldo. "Dyonisos par la voie de chemin de fer : cirque et théâtre dans l'intérieur de l'Etat de Bahia, Brésil, pendant la première moitié du XXe siècle". Thesis, Paris 10, 2014. http://www.theses.fr/2014PA100050/document.
Texto completo da fonteThis paper discusses the transit of the circus-theatricality from France to the interior of Brazil with reference to the configuration of the modern circus show and the presence of the theatre at the Cirque Olympique between the years 1807 and 1836. The theatre is therefore treated as an element of the plurality of the circus that came to Brazil in the nineteenth century. To understanding this circulation it is necessary to analyse the transport system in the country, focusing on the railroads, to point out the cultural impacts of the Bahia and San Francisco Railway and the Railway San Francisco on the interior of Bahia in the first half of the twentieth century and an analysis of the cultural life in the "network of cities" in Bahia, benefited by the railroads, especially the cities Alagoinhas, Serrinha, Senhor do Bonfim and Juazeiro. As an example of this movement, we discuss the French melodrama Les deux sergents from D'Aubigny, whose debut performance took place at the Théâtre de la Porte Saint-Martin in 1823. Translated into Portuguese, the piece was performed by circuses and theatre companies in several Brazilian cities, including those encompassed by this study, featuring a triumph of French melodramatic dramaturgy in Brazil over the course of more than a century
Mignot, Jean-Louis. "L'arrivée de la grande vitesse ferroviaire dans l'Est de la France : un espoir de désenclavement de la Haute-Saône par un renouveau des axes méridiens ?" Thesis, Nancy 2, 2011. http://www.theses.fr/2011NAN21018/document.
Texto completo da fonteDepartment of the Haute-Saône lies at the crossing lotharingien axis and the radial axis between the Ile-de-France and the German-speaking Switzerland. In the nineteenth century, during the construction of modern roads (railway, river routes and roads), the Department could hope to become a crossroads between the axes, lotharingien, the Rhine-Rhône corridor and the radial axis Paris-Basel. If the Haute-Saône took advantage unquestionably the modern waterway network installed on its territory, it was nevertheless in the position of margin at the border between the companies of the East and the P.L.M which deprived it of the grand axis Meridian lotharingien which would have further opened its territory. Similarly, at the local level, fears have led to deny the passage of the highway. Over the past half century and the early 2000s, top-saônois axes have left leading to the disconnection of the Department and then to his isolation. However, the arrival of the T.G.V can allow the Department of the Haute-Saône to open up. Currently, axis by the Haute-Saône found a growing interest, as it provides the outlet to the South of the Lorraine region and the Benelux. Development projects are under study as the electrification of the line between Épinal and Belfort, ensuring a rail connection between the Lorraine and the Rhine-Rhone TGV, or even the study of the river link between the Saône and the Moselle. These developments could perhaps term (re) open up the Haute-Saône and give back to the Franche-Comté position of carrefour
Dakkam, Mohamed ali. "Essai sur les fonctions et les usages de la comptabilité dans les entreprises de réseau : Le cas de la comptabilité ferroviaire des origines à 1937". Thesis, Orléans, 2014. http://www.theses.fr/2014ORLE0507.
Texto completo da fonteIn the vast catalog of works devoted to the study of railways, this thesis claims to originality inapproaching the question of the functions and uses of the railway accounting. This question is part ofa more comprehensive study of accounting practices within network industries. Applied to railwaycompanies from origins to 1937, this study aims to identify contingency factors and development ofrailway accounting. For this purpose, we mobilized Flichy work to overcome the determinism of themain paradigms in accounting history. The results of this study show that the explicit functions ofaccounting often do not correspond to its social (implicit) uses. Contingency factors were identifiedto explain the divergent uses of accounting by the stakeholders operating in the railway sector. Thisstudy also identified three major periods in the development of theoretical and practical knowledge inrailway accounting. The first period of practice (1817-1842) is characterized by the diversity ofaccounting practices and the lack of a structured theoretical knowledge. The second period oftechnique (1842-1883) is characterized by the phenomenon of mimicry and search for the bestaccounting method. The third regime of evolution, technology (1883-1937), is characterized bymethodological and scientific rigor, notably through the introduction of training and education in thedevelopment of accounting rules
Rohrbacher, 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.
Texto completo da fonteThe 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
Poupardin, François. "L' architecture des bâtiments voyageurs des compagnies de chemin de fer en France, des origines à la seconde guerre mondiale : étude des programmes et des types". Paris 1, 2005. http://www.theses.fr/2005PA010601.
Texto completo da fonteSchiavon, Taís. "Patrimoine de la mobilité au Brésil: le chemin de fer "Noroeste do Brasil" et les paysages industrieles de l' ouest de l´État de São Paulo". Master's thesis, Universidade de Évora, 2015. http://hdl.handle.net/10174/18401.
Texto completo da fonteNussbaumer, Marc. "Tensions et conflits autour des chemins de fer britanniques au XXé siècle". Besançon, 1995. http://www.theses.fr/1995BESA1026.
Texto completo da fonteMbemba, François. "Mise au point et validation d'une méthodologie d'enquêtes : Alimentaires à l'usage du Congo". Nancy 1, 1986. http://www.theses.fr/1986NAN10080.
Texto completo da fonteYang, 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.
Texto completo da fonteDakkam, Mohamed ali. "Essai sur les fonctions et les usages de la comptabilité dans les entreprises de réseau : Le cas de la comptabilité ferroviaire des origines à 1937". Electronic Thesis or Diss., Orléans, 2014. http://www.theses.fr/2014ORLE0507.
Texto completo da fonteIn the vast catalog of works devoted to the study of railways, this thesis claims to originality inapproaching the question of the functions and uses of the railway accounting. This question is part ofa more comprehensive study of accounting practices within network industries. Applied to railwaycompanies from origins to 1937, this study aims to identify contingency factors and development ofrailway accounting. For this purpose, we mobilized Flichy work to overcome the determinism of themain paradigms in accounting history. The results of this study show that the explicit functions ofaccounting often do not correspond to its social (implicit) uses. Contingency factors were identifiedto explain the divergent uses of accounting by the stakeholders operating in the railway sector. Thisstudy also identified three major periods in the development of theoretical and practical knowledge inrailway accounting. The first period of practice (1817-1842) is characterized by the diversity ofaccounting practices and the lack of a structured theoretical knowledge. The second period oftechnique (1842-1883) is characterized by the phenomenon of mimicry and search for the bestaccounting method. The third regime of evolution, technology (1883-1937), is characterized bymethodological and scientific rigor, notably through the introduction of training and education in thedevelopment of accounting rules
Dufaux, Lionel. "L'Amphithéâtre, la galerie et le rail : le Conservatoire des arts et métiers, ses collections et le chemin de fer : diffusion des connaissances techniques et de l'innovation au XIXe siècle". Paris, EHESS, 2015. http://www.theses.fr/2015EHES0080.
Texto completo da fonteThe Conservatoire des Arts et Métiers held a key role in the spreading of technical knowledge and innovation in railways during the 19th century. Between the 1820's and the late 1890's, the Conservatoire, in charge of supporting industrial development, was heavily involved in introducing the railway technologies in France and was a relay of innovation in this field. The study of the technical higher education at the Conservatoire, provided by leading personalities of the scientific and industrial world to an audience of workers, foremen and industrialists and the analysis of the collection of objects, models, drawings and photographs now preserved by the Musee des Arts et Metiers highlight in an original way the history of railways, from a multiple points of view that is construction and maintenance of infrastructure, locomotives and means of traction, rolling stock or operation and safety devices. The enquiry on the professors' social networks reminds us of the central position of the Conservatoire, where learned societies, industrial world and political sphere converged. Starting point of this research, the study of the collection required the development of a specific methodology to identify and interpret these items as sources. The contextualization of these collections together with the lessons of the Conservatoire and the history of railways allow us to make a contribution to the institution's history regarding both the higher education and the technical collections
Lévêque, Julien. "Réguler les chemins de fer sur une proposition de la nouvelle économie de la réglementation : "la concurrence par comparaison" (yardstick competition)". Phd thesis, Université Lumière - Lyon II, 2005. http://tel.archives-ouvertes.fr/tel-00012043.
Texto completo da fonteAuphan, Etienne. "Obsolescence ou renaissance des réseaux ferrés pour le transport des voyageurs en Europe occidentale ? (France, Grande-Bretagne, Allemagne fédérale)". Aix-Marseille 2, 1989. http://www.theses.fr/1989AIX23004.
Texto completo da fonteCottet, Dumoulin Emilie. "Franchir pour unir, équiper pour rattacher : les premiers chemins de fer en Savoie : intentions, usages, représentations (années 1830-1880)". Phd thesis, Université de Grenoble, 2013. http://tel.archives-ouvertes.fr/tel-00951184.
Texto completo da fonte