Caminhos que estruturam cidades: redes técnicas de transporte sobre trilhos e a conformação intra-urbana de Natal

The railroad, from 1870 and on, becomes an usual complaining in the press s and politician elite s speeches, especially because of Natal s geographic isolation. The implantation of two railroads in the capital territory Estrada de Ferro de Natal a Nova Cruz, afterwards part of Great Western Railway Company network, and Estrada de Ferro Central do Rio Grande do Norte had serious implications in the urban environment. While railroad s structures were already consolidated, other transportation mechanisms were being implanted in the first decades of the 20th century, such as trams lines, which, by the way, was a transport modal that also used rails as a dislocation meaning. Considering these questions, we may ask: how come railroads and tramways demands, roads and buildings had influenced the internal organization of Natal? We work with the general hypothesis that the influence of technical networks, composed by tramways and railroads, over Natal s urban space happened in a diversified way, sometimes consolidating social aspects in certain areas, sometimes improving the occupation of others. The impact over the city s territory also happens in a diversified way between the buildings/railroad s complexes and the pathways. The different scale of the train in comparison to the trams velocity, size, noise level, flow, among others is also a cause to the different consequences in urban environment. The main objective of this work is to understand the role of circulation technical networks in the construction process of urban space in Natal, as a way to contribute to the urban historiography about the subject. The time frame adopted, between 1881 and 1937, marks the time path of railroads and tramways in Rio Grande do Norte: 1881 is the year of railroad s first section inauguration from Natal to São José do Mipibu as well of the railroad complex in the Republic Square in Natal; the year of 1937 marks the beginning of tramways declination process in the city. At this time railroads and tramways had to face more intensively the competition of motor vehicles. The theory reference adopted is based on concepts and analysis of authors, such as Flávio Villaça and Roberto Lobato Corrêa references to the concepts of urban structure , localization and accessibility and Gabriel Dupuy to explain the concept of urban technical networks . These references reveal the conflict of different realities in the urban universe interests and values which is an important factor about the construction of urban space. The information sources used were from two distinctive natures: primary, journals of the time studied and official government reports, and secondary, based on other works about the subject. It was also used by this study iconographic source, especially images from the data base of the research group História da Cidade, do Território e do Urbanismo .

Caminhos que estruturam cidades: redes técnicas de transporte sobre trilhos e a conformação intra-urbana de Natal

The railroad, from 1870 and on, becomes an usual complaining in the press s and politician elite s speeches, especially because of Natal s geographic isolation. The implantation of two railroads in the capital territory Estrada de Ferro de Natal a Nova Cruz, afterwards part of Great Western Railway Company network, and Estrada de Ferro Central do Rio Grande do Norte had serious implications in the urban environment. While railroad s structures were already consolidated, other transportation mechanisms were being implanted in the first decades of the 20th century, such as trams lines, which, by the way, was a transport modal that also used rails as a dislocation meaning. Considering these questions, we may ask: how come railroads and tramways demands, roads and buildings had influenced the internal organization of Natal? We work with the general hypothesis that the influence of technical networks, composed by tramways and railroads, over Natal s urban space happened in a diversified way, sometimes consolidating social aspects in certain areas, sometimes improving the occupation of others. The impact over the city s territory also happens in a diversified way between the buildings/railroad s complexes and the pathways. The different scale of the train in comparison to the trams velocity, size, noise level, flow, among others is also a cause to the different consequences in urban environment. The main objective of this work is to understand the role of circulation technical networks in the construction process of urban space in Natal, as a way to contribute to the urban historiography about the subject. The time frame adopted, between 1881 and 1937, marks the time path of railroads and tramways in Rio Grande do Norte: 1881 is the year of railroad s first section inauguration from Natal to São José do Mipibu as well of the railroad complex in the Republic Square in Natal; the year of 1937 marks the beginning of tramways declination process in the city. At this time railroads and tramways had to face more intensively the competition of motor vehicles. The theory reference adopted is based on concepts and analysis of authors, such as Flávio Villaça and Roberto Lobato Corrêa references to the concepts of urban structure , localization and accessibility and Gabriel Dupuy to explain the concept of urban technical networks . These references reveal the conflict of different realities in the urban universe interests and values which is an important factor about the construction of urban space. The information sources used were from two distinctive natures: primary, journals of the time studied and official government reports, and secondary, based on other works about the subject. It was also used by this study iconographic source, especially images from the data base of the research group História da Cidade, do Território e do Urbanismo .

A IMPLANTAÇÃO FERROVIÁRIA NO ESTADO DO RIO DE JANEIRO: 1854-1898

Esse artigo é parte da pesquisa que pretende analisar a importância da ferrovia para a circulação na região Norte Fluminense do Estado do Rio de Janeiro. A pesquisa, ainda não concluída, está baseada nos preceitos da Geografia Histórica (ver SILVA, 2008). Com isso é necessário analisar o processo maior de implantação ferroviária no Estado do Rio de Janeiro desde o início da implantação ferroviária, em 1854, da primeira ferrovia brasileira, a Imperial Companhia de Navegação a Vapor e Estrada de Ferro de Petrópolis. A partir daí surge a Ferrovia Dom Pedro II, uma das mais importantes do país e depois a Estrada de Ferro Cantagalo. São então implantadas diversas ferrovias, sempre atendendo à interesses regionais capitaneados por lideranças locais. Assim é que a ferrovia chega em Campos dos Goytacazes em 1875. Outra importante ferrovia do estado foi a Estrada de Ferro Leopoldina, que foi incorporando várias pequenas linhas férreas, até a transformação desta ferrovia em outra empresa a “The Leopoldina Railway Company”, que começa a funcionar em 1898, substituindo o caos reinante na companhia anterior. O conhecimento do período inicial de configuração de uma rede ferroviária no Norte Fluminense passa a ser de fundamental importância devido à importância da Companhia Leopoldina para a região Norte Fluminense em períodos posteriores.

Certificate for One Share of Capital Stock in Nicola Valley Coal and Coke Company

Certificate for 1 share of capital stock in Nicola Valley Coal and Coke Company to Welland D. Woodruff, May 13, 1905.

Certificate for Twenty-One Shares of Capital Stock in Nicola Valley Coal and Coke Company

Certificate for 21 shares of capital stock in Nicola Valley Coal and Coke Company to Welland D. Woodruff, Oct. 16, 1905.

Clipping of notices from the Woodstock and Lake Erie Railway and Harbour Company and the Buffalo, Brantford and Goderich Railway

Clipping of notices from the Woodstock and Lake Erie Railway and Harbour Company and the Buffalo, Brantford and Goderich Railway, 1853.

Report to the President by the Emergency Board appointed June 15, 1950, pursuant to section 10 of the Railway Labor Act, to investigate an unadjusted dispute between the Boston & Albany Railroad Company and certain of its employees represented by the Brotherhood of Railroad Trainmen. NMB Case No. A-3392. Boston, Mass., July 6, 1950. No. 86.

Mode of access: Internet.

Report to the President by the Emergency Board appointed February 4, 1950, by Executive order 10105, pursuant to Section 10 of the Railway Labor Act, as amended : to investigate and report in respect to a dispute between the Denver & Rio Grande Western Railroad Company, a carrier, and certain of its employees represented by the Brotherhood of Railroad Trainmen (NMB case A-3065), Denver, Colorado, February 28, 1950.

Signed: Robert G. Simmons, chairman, Robert O. Boyd, member, Harold R. Korey, member.

Report to the President by the Emergency Board appointed September 15, 1949, by Executive order 10078, pursuant to Section 10 of the Railway Labor Act, as amended : to investigate an unadjusted dispute between the Monongahela Connecting Railroad Company and certain of its employees represented by the Brotherhood of Railroad Trainmen, a labor organization (N.M.B. no. A-3220), Pittsburgh, Pa., October 7, 1949.

Signed: Harry H. Schwartz, chairman, Francis J. Robertson, member, Andrew Jackson, member.

Report to the President by the Emergency Board appointed April 10, 1948 pursuant to Section 10 of the Railway Labor Act, as amended : to investigate unadjusted disputes between the Pennsylvania Railroad Company and certain of its employees represented by the Brotherhood of Locomotive Firemen and Enginemen, Philadelphia, Pa. and New York, N.Y. June 9, 1948 (N.M.B. case A 2791).

"Respectively submitted. Andrew Jackson, Chairman, James H. Wolfe, Member, E. Wight Bakke, Member"--Page [ii].

Report to the President by the Emergency Board created July 27, 1946 pursuant to section 10 of the Railway labor act to investigate an unadjusted dispute between the Pullman Company and certain of its employees represented by the Order of Railway conductors. Chicago, Illinois, August 23, 1946. No. 40.

Mode of access: Internet.

Report to the President by the Emergency Board appointed May 12, 1949 by Executive order 10056 pursuant to Section 10 of the Railway Labor Act, as amended : to investigate a dispute between the Union Railroad Company (Pittsburgh) and certain of its employees represented by the Brotherhood of Railroad Trainmen : (NMB case A-3083) : Pittsburgh, Pennsylvania, July 29, 1949.

Signed: Andrew Jackson, chairman, Leif Erickson, member, Elmer T. Bell, member.

Report to the President by the Emergency Board created February, 14, 1949, by Executive order 10037 pursuant to section 10 of the Railway labor act, to investigate and report in respect to a dispute involving the Denver and Rio Grande Western Railroad Company and certain of its employees represented by the Switchmen's Union of North America. Denver, Colorado. March 5, 1949. No. 69.

Mode of access: Internet.

Report of a survey and exploration of the coal and ore lands belonging to the Allegheny Coal Company : in Somerset County, Pennsylvania ; accomppanied by maps, profiles and sections /

Mode of access: Internet.