Concessions and road and rail transport optimization

Includes bibliography

Discursos de fundação: engenheiros e o progresso pelo interior de São Paulo (1890-1910)

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)

The opportunities and risks associated with privatizing railways in Latin America

Most railways in Latin America were built by private firms, often foreign owned. Over time, owing to a combination of nationalizations and competition from road transport, virtually all railways passed into government hands; the railroad industry became more and more of a white elephant for the Government because of the ever-increasing subsidies it swallowed up, its dwindling role in national economies, and a conviction that Governments should not be involved in productive activities. Consequently, the late 1980s saw the start of a trend towards denationalization of railways, with the latter being turned over to private, often foreign, interests. In this way, the railway industry in Latin America has come full circle in the space of 150 years. So far, there has not been any assessment of the recent privatization of railways in Latin America. However, the conclusion would probably be that: (i) privatization has on the whole been successful, and (ii) the results achieved would have been more positive still, had some things been done slightly differently. One problem is that the bidding process has failed to take into account the positive externalities associated with railways, such as the contribution they make to reducing road maintenance costs and environmental damage caused by road transport. Another unresolved issue is whether to put the entire railway system up for tender, or to invite separate bids for infrastructure and services. Economies of scale operate in the railway industry, favouring the existence of a number of rail companies. In the past, the railway companies of neighbouring countries such as Argentina and Paraguay, and Bolivia and Chile, enjoyed ties at director level, but these came to an end with the nationalization of railways. Now that the era of State involvement is itself drawing to a close, we can expect to see the formation of integrated railway systems, one of which might extend from Quijarro, on the border between Bolivia and Brazil, to Puerto Montt in the south of Chile.

The potential for more trade by rail between Brazil and its neighbours in the Southern Cone

This edition of the FAL bulletin contains the summary of a review carried out by ECLAC concerning the potential for a higher level of trade via rail between Brazil and other countries of the expanded Mercosur, and through those countries with Asia.At present, such trade occurs at very low levels, except in the case of trade with Bolivia. Some projects are planned, however, that would improve integration of the railway network in the Southern Cone, without requiring very significant levels of investment. If those projects are executed, the prospects would be good in the medium and long term for substantially increasing trade by rail in the region.

Atipias de significado indeterminado em células escamosas cervicais e diagnósticos histológicos na Secretaria de Estado de Saúde do Distrito Federal

Pós-graduação em Ginecologia, Obstetrícia e Mastologia - FMB

Influência do processo de fabricação no comportamento mecânico de rodas ferroviárias

Pós-graduação em Engenharia Mecânica - FEG

Fragmentos dos trilhos na paisagem de São Paulo: os brownfields ferroviários e sua refuncionalização

Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP)

Fácies e proveniência de depósitos costeiros da Formação Raizama: evidências do registro Ediacarano-cambriano na faixa Paraguai, região de Nobres, Mato Grosso

Rochas siliciclásticas da Formação Raizama, unidade basal do Grupo Alto Paraguai de idade ediacarana-cambriana (635 – 541 Ma), ocorrem distribuídas descontinuamente ao longo da margem sul do Cráton Amazônico e segmento norte da Faixa Paraguai, centro-oeste do Brasil, estado do Mato Grosso. Estas recobrem discordantemente os depósitos de plataforma carbonática do Grupo Araras, onde foram registrados evidências do evento glacial Marinoano (635 Ma). O Grupo Alto Paraguai representa os estágios finais da colisão entre os blocos Amazônico e Paranapanema que culminaram no fechamento do Oceano Clymene (540-520 Ma). A Formação Raizama com espessura de aproximadamente 570 m é constituída por pelitos, arenitos finos a grossos, e arenitos com cimento dolomítico previamente interpretados como depósitos flúvio-costeiros distribuídos nos membros inferior (270 m) e superior (300 m). O estudo faciológico e estratigráfico desta unidade na região de Nobres, Estado do Mato Grosso, foi focado principalmente na seção aflorante de 600 m no leito do rio Serragem, que inclui a Cachoeira da Serra do Tombador. Foram definidas 17 fácies sedimentares, agrupadas em cinco associações de fácies (AF) representativas de uma sucessão costeira progradante iniciando por depósitos de shoreface inferior, os quais recobrem em conformidade correlativa os depósitos de plataforma carbonática da Formação Serra do Quilombo (Grupo Araras). A AF1 consiste em arenitos com laminação plano-paralela e laminação truncada por onda (microhummocky), individualizada por camadas de pelito laminado interpretadas como depósitos de shoreface inferior. Destaca-se na AF1 a primeira ocorrência de níveis centimétricos bioturbados por Skolithos em depósitos neoproterozoicos – cambrianos na Faixa Paraguai. A AF2 é formada por arenitos com estratificação cruzada swaley e estratificação plano-paralela interpretada como depósitos de shoreface superior. A AF3 é composta por arenitos com estratificações cruzadas tangenciais e acanaladas com recobrimentos de siltito/arenito muito fino representativos de depósitos de canal e barras de submaré. A AF4 é caracterizada por arenitos com estratificações cruzadas tangencial e sigmoidal, laminação plano-paralela a cruzadas de baixo-ângulo, ritmito arenito muito fino/siltito com acamamento flaser e gretas de contração, organizados em ciclos métricos de raseamento ascendente de planície de maré. A AF5 é constituída por arenito com estratificação cruzada acanalada marcada por lags residuais na base da associação, arenito com estratificações plano-paralela e cruzada de baixo-ângulo, interpretados como depósitos fluviais distais de rios entrelaçados, parcialmente retrabalhados por ondas. Grãos detríticos de zircão foram obtidos da AF3 e datados pelo método U-Pb, sendo a idade de 1001±9 Ma interpretada como a idade de máxima deposição da Formação Raizama. Aliado a tal análise, as paleocorrentes NE-SE mostram que estes grãos teriam como áreas fontes principais a Faixa Sunsás, SW do Cráton Amazônico, não sendo descartada contribuições oriundas da parte NW desse Cráton. A idade mesoproterozóica obtida serviu principalmente para desvendar a proveniência da Formação Raizama, enquanto que as datações da base do Grupo Araras, em torno de 627-622 Ma, associada à presença inequívoca do icnogênero Skolithos, tornam esta unidade muito mais próxima do limite com o Cambriano Inferior. Traços fósseis do Proterozoico são caracterizados quase que exclusivamente por traços horizontais, sendo que bioturbações verticais praticamente são ausentes ao longo do Neoproterozoico. Esta inferência vem de encontro com a idade máxima de 541 Ma obtida para a Formação Diamantino, a qual recobre a unidade estudada. Os dados radiométricos aliados com as interpretações paleoambientais, que incluem o registro das primeiras atividades de organismos perfurantes na Faixa Paraguai, abrem perspectivas de entender com maiores detalhes a sequência de eventos que tipificam os estratos do limite Ediacarano-Cambriano do Brasil, ainda pouco conhecidos.

Resistência á fratura de diferentes selamentos de orifício de acesso ao parafuso de fiação e da porcela de cobertura de restaurações metalo-cerâmicas parafusadas implantossuportadas

Pós-graduação em Reabilitação Oral - FOAR

Mito e resistência

A resistência política dos ferroviários ê apreendida neste artigo através da dimensão cultural encarnada em um mito - o Chico Ferroviário - enquanto construção e ação coletivas desses trabalhadores, em contextos históricos marcados pelo autoritarismo.

Transportador de correia: componentes e cálculos básicos para seu dimensionamento

Increasingly, people searches for an efficient and economic way for transporting bulk materials. Transport through belts is now the most widely used mean for transporting bulk materials, used by companies from various sectors such as mining, quarrying, agribusiness, etc. There are many advantages of using a conveyor belt as compared to rail or by truck. Trucks needs a driver, have a high risk of accidents as well as a high cost for maintenance and as well as trains, after making the downloading of the material, return empty to the next load. The cost for the construction of a railway is very high, making it often impossible. The conveyor belt have a high cost of installation, but it works 24 hours a day, 365 days a year. The upper side of the belt is always loaded, the maintenance cost is average and the risk of accidents is low, causing it to be the ideal way to transport bulk materials. This monography aims to interest the reader about what is a conveyor belt, what are its main components and demonstrate the basic calculations for their sizing and selection of components. Throughout the work, scaled a belt conveyor for use in the mining sector, but the concepts demonstrated apply to the transport of any material

Análise do comportamento em fadiga de rodas ferroviárias fabricadas pelos processos de forjamento e fundição

Since the beginning of the railway industry until today, rail wheels are important components to the good working of a railway. For being a critical security item, design and maintenance are done with extremely care to avoid failures. Despite de fact of railway components be projected to support a big number of cyclic solicitation during its life, some accidents still occur. These accidents, despite the low frequency, always have great consequences, drawing in great financial, material, and people losses. Nowadays, railway component failure is relatively low, because it’s been projected to work below the materials Fatigue Resistance Limit, however, with the growing demand of faster trains and higher load for each axle, the occurrence probability is even bigger. This work includes a comparative study of two fabrication processes (casting and forging) applied in the production of rail wheels where it was measured the mechanical properties of traction and fatigue. The study also verified through microstructural analysis, hardness, traction and fatigue tests, statistical analysis of fatigue test results and fractographic analysis that forging process lead to better correlations between fatigue life and mechanical properties, providing more security in railroads, less wagon retention caused by corrective maintenance and smaller operational cost with its use

Conexão cultura: um projeto de revitalização e reestruturação da estação ferroviária de Guaratinguetá

This work presents an intervention at the Guaratinguetá Railway Station and its surroundings, including this area in the urban context, at this moment isolated of the activities and citizen attentions, offering new activities on this commercial area. The selected area finds itself in a state of neglect and forgetfulness from the urban relations. Located between the periphery of the commercial center and the Paraiba do Sul River, the correlation is tension between the advancement of shops, the railway line, and the natural barrier of the Paraiba River. On the context of these limits, the railroad and the river stand as barriers for the center expansion and the flows that connect the old part of the town with the new part, which is growing and is called “post-city river”. These barriers have relegating properties around them to isolation, despite being located in the center. The area choice and this intervention seeks to break this isolation and the barrier flow, linking areas of opposite sides to form a leak through the barrier of the railway line. The pedestrian flow is prioritized in the project, this flow will be attracted by the program offered and by the new created areas, increasing the space utilization by users and breaking the isolation of urban activities. And entering the area in the context of life of city residents. The attraction of these new flows will be through the implementation of a Cultural Center, supplying a lack of city by spaces that offer this type of activity. Its implementation aims to attract and modify the activities of these spaces and the surrounding areas, one side facing the commercial center, and another facing the river, linking this two sides at the same time that this link provides the expansion of distance traveled and known

A trajetória do projeto Teletandem Brasil: da modalidade institucional não-integrada à institucional integrada

The purpose of this paper is to present the road taken by the Teletandem Brasil Project (Telles, 2006) and describe the modifications that have occurred in relation to the implementation of teletandem activities, which implies changes from a non-integrated modality to an integrated one (Brammerts, 1996). In order to do so, a characterization of the initial context assumed by the project is presented – non-integrated institutional teletandem - in contrast with the new environment fostered by a partnership between UNESP (Universidade Estadual Paulista) and UGA (University of Georgia). This new partnership has allowed the inclusion of teletandem into the foreign language syllabus, characterizing the institutional integrated teletandem. We also show the activities derived from this new modality.

Análise estrutural do suporte de pastilha de grafite para lubrificação de roda ferroviária

This study aims to structurally evaluate a support of graphite pastille for the lubrication of railway wheels. The proper lubrication of wheel flanges of the railway extends the life of this component, so it is very important that this occurs lubrication to reduce the costs involved in railway maintenance. To prepar the evaluation structural will be used to International Electrotechnical Comission standard (IEC 61373) establishing which load cases should be applied to this component. The applied loads on the support (accordance with IEC) are random accelerations and accelerations due to shocks, thus simulating the conditions that exist along the route of the train. The structural analyzes are performed by the finite element method, with the aid of the Cosmos software. Thus, it is possible to determine the stresses acting on the support, and so the allowable stresses compared with the standard proposed by the AISC. The stress in the structural analyzes are lower than allowable therefore considered for the configuration presented, unexpected structural problems