Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro
Autor(a) principal: | |
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Data de Publicação: | 2008 |
Tipo de documento: | Dissertação |
Idioma: | por |
Título da fonte: | Biblioteca Digital de Teses e Dissertações da UERJ |
Texto Completo: | http://www.bdtd.uerj.br/handle/1/13422 |
Resumo: | This study aims to analyse the role performed by transports in the process of reproduction of the urban space, searching the comprehension of the relation between the enviroment built in the city and its scheme of circulation, resulting in a space of circulation in which the effectiveness is possible through a system of transport for this purpose developed. The urban transport is understood here as a product and a condition of the urban man himself, employed to make possible the achievement of objetcives and concerns from the urban man. The city, structured as system, has in others aims to allow a group of relations and offer a certain life quality, through the creation of routes to work, education, habitation, entertainment, services, and so on, causing movements and social-spacial interactions. The urban circulation is understood in this pool as an expression of a more complex and bigger process, aiming to intermediate the relation between the activities developed in the urban space, including the production and reprodution structures. Accessibility and mobility are considered factors which will optimize the work of a urban transport network, making possible the localization of the urban activities. The relation between transport and ground usage is implict in the setting of the urban network, through factors like integration and conectivity, influencing some movements and the localization of some activities (the ground usage). The complexity of the urban activities after the Industrial Revolution changed the relation between city and transport, demanding a detailed plan to this relation. The interaction between transport systems and urban projects increased radically, because the conditions of accessibility to the execution of many urban activities and the mobility of the workforce, required for such activities, are attached to the capability of urban transport. The development of the urban network of Rio de Janeiro was not limited to the consequences of the progressive implantation of transports. Its metropolitan space, socially designed, was a result of a historic procces which started by mid of 19th century, with the capitalist production mode demanding an organization of the urban space attached to its needs of (re)production. Trains, bonds and buses came only to make real an urban space which its platform was already set even before its begining, expecting only the proper mean of transportation for that (planing). The subway in Rio de Janeiro, instead of bonds and trains, did not play a prime role, it occured in a stage which was already set, being more a consequece than a cause of this space, reinforcing this way, its arranging. The decision to implant the subway in Rio de Janeiro was possible under conditions much more complex than those which can be controlled by interventions in the transport system. The Line 2 of the subway was implanted on the old rail of Estrada de Ferro Rio D Ouro, passed over by bus station Doxiadis (Green Line), because it offered better rates of accessibility and urban mobility. The Integrated Plan of Metropolitan Transports (IPMT-SUBWAY) pointed at the subway as the best transport to support the new rates of urbanization and economy in existence in Rio de Janeiro in 1960 and 1970. The new rates of accessbility and mobility given by the subway in mid 1980, brought changes in the geography along the Line 2, more specifically between Del Castilho X Pavuna, optimizing the mobility of the workforce and allowing the growth of new comercial and residential bussiness in a very punctual and selective manner, and the appearing of many slums in some areas or growing others as well. The subway came to reproduce the historic role developed by trains and bonds in Rio de Janeiro, perpetuating the model in which transports exist to allow a social-spacial segregation in the city and make available new areas for investments, reproducing this way the logic of the capitalist urban space. |
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Pacheco, Susana Mara Mirandahttp://lattes.cnpq.br/7551196337522945Ribeiro, Miguel Angelo Camposhttp://lattes.cnpq.br/1364758970890429Esteves, Ricardohttp://lattes.cnpq.br/6729107311417999http://lattes.cnpq.br/9955233892228120Silva, André Luiz Bezerra da2021-01-07T00:05:02Z2010-08-242008-09-26SILVA, André Luiz Bezerra da. Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro. 2008. 239 f. Dissertação (Mestrado em Geografia) - Universidade do Estado do Rio de Janeiro, Rio de Janeiro, 2008.http://www.bdtd.uerj.br/handle/1/13422This study aims to analyse the role performed by transports in the process of reproduction of the urban space, searching the comprehension of the relation between the enviroment built in the city and its scheme of circulation, resulting in a space of circulation in which the effectiveness is possible through a system of transport for this purpose developed. The urban transport is understood here as a product and a condition of the urban man himself, employed to make possible the achievement of objetcives and concerns from the urban man. The city, structured as system, has in others aims to allow a group of relations and offer a certain life quality, through the creation of routes to work, education, habitation, entertainment, services, and so on, causing movements and social-spacial interactions. The urban circulation is understood in this pool as an expression of a more complex and bigger process, aiming to intermediate the relation between the activities developed in the urban space, including the production and reprodution structures. Accessibility and mobility are considered factors which will optimize the work of a urban transport network, making possible the localization of the urban activities. The relation between transport and ground usage is implict in the setting of the urban network, through factors like integration and conectivity, influencing some movements and the localization of some activities (the ground usage). The complexity of the urban activities after the Industrial Revolution changed the relation between city and transport, demanding a detailed plan to this relation. The interaction between transport systems and urban projects increased radically, because the conditions of accessibility to the execution of many urban activities and the mobility of the workforce, required for such activities, are attached to the capability of urban transport. The development of the urban network of Rio de Janeiro was not limited to the consequences of the progressive implantation of transports. Its metropolitan space, socially designed, was a result of a historic procces which started by mid of 19th century, with the capitalist production mode demanding an organization of the urban space attached to its needs of (re)production. Trains, bonds and buses came only to make real an urban space which its platform was already set even before its begining, expecting only the proper mean of transportation for that (planing). The subway in Rio de Janeiro, instead of bonds and trains, did not play a prime role, it occured in a stage which was already set, being more a consequece than a cause of this space, reinforcing this way, its arranging. The decision to implant the subway in Rio de Janeiro was possible under conditions much more complex than those which can be controlled by interventions in the transport system. The Line 2 of the subway was implanted on the old rail of Estrada de Ferro Rio D Ouro, passed over by bus station Doxiadis (Green Line), because it offered better rates of accessibility and urban mobility. The Integrated Plan of Metropolitan Transports (IPMT-SUBWAY) pointed at the subway as the best transport to support the new rates of urbanization and economy in existence in Rio de Janeiro in 1960 and 1970. The new rates of accessbility and mobility given by the subway in mid 1980, brought changes in the geography along the Line 2, more specifically between Del Castilho X Pavuna, optimizing the mobility of the workforce and allowing the growth of new comercial and residential bussiness in a very punctual and selective manner, and the appearing of many slums in some areas or growing others as well. The subway came to reproduce the historic role developed by trains and bonds in Rio de Janeiro, perpetuating the model in which transports exist to allow a social-spacial segregation in the city and make available new areas for investments, reproducing this way the logic of the capitalist urban space.Este estudo visa analisar o papel desempenhado pelos transportes no processo de reprodução do espaço urbano, buscando compreender a relação entre o ambiente construído na cidade e o seu esquema de circulação, resultando num espaço de circulação cuja efetivação se faz através de um sistema de transporte para este fim concebido. O transporte urbano é entendido aqui como um produto e uma condição do próprio urbano, empreendido com a finalidade de viabilizar os objetivos e interesses dos atores urbanos. A cidade, estruturada como um sistema, tem em outros fins viabilizar um conjunto de relações e proporcionar uma certa qualidade de vida, através da criação de acessos ao trabalho, estudo, moradia, lazer, serviços etc, ocasionando movimentos e interações sócio-espaciais. A circulação intra-urbana é interpretada nesta pesquisa como a expressão de um processo mais amplo e complexo, visando intermediar a relação entre as atividades desenvolvidas no espaço citadino, englobando as estruturas de produção e reprodução. Acessibidade e mobilidade são considerados fatores cujo objetivo é otimizar o funcionamento de uma rede de transportes urbanos, tornando possível a localização de diversas atividades no espaço intra-urbano, bem como a reprodução das relações sócio-espaciais estabelecidas. A relação entre transporte e uso do solo está implícita na configuração da malha urbana, através de fatores como integração e conectividade, influenciando certos movimentos e a localização de determinadas atividades (uso do solo). A complexificação das atividades urbanas a partir da revolução industrial trouxe uma alteração no relacionamento entre transporte e cidade, passando a exigir um planejamento detalhado do primeiro em relação à segunda. A interação entre sistemas de transporte e projetos urbanos aumentou enormemente, visto que as condições de acessibilidade aos pontos de realização de diversas atividades e de mobilidade da força de trabalho, requeridas por tais projetos, estão ligadas à capacidade de realização de tal papel por parte dos transportes urbanos. A formação urbana do Rio de Janeiro não se limitou apenas às conseqüências da implementação progressiva do setor de transporte. Seu espaço metropolitano, estratificado socialmente, foi o resultado de um processo histórico iniciado aproximadamente na metade do século XIX, com o modo de produção capitalista exigindo uma organização do espaço urbano vinculada as suas necessidade de (re)produção. Trens, bondes e ônibus só vieram coisificar um espaço urbano cujas bases já estavam postas antes mesmo de sua efetivação, esperando apenas os meios adequados para isso (planejamento). O metrô no Rio de Janeiro, ao contrário dos bondes e trens, não teve um papel pioneiro, acontecendo em um espaço urbano já estruturado em suas bases, sendo mais uma conseqüência do que causa desse espaço, reforçando assim o seu arranjo. A decisão de se implantar o transporte metroviário no Rio de Janeiro se deu sob condições muito mais amplas do que as que podem ser controladas por intervenções no sistema de transporte. A linha dois do metrô foi implantada no antigo leito da Estrada de Ferro do Rio do Ouro, preterida em relação à proposta rodoviária de Doxiadis (linha verde), por oferecer melhores índices de acessibilidade e mobilidade intra-urbana. O Plano Integrado de Transportes do Metropolitano (PIT-METRÔ) apontou o metrô como o meio de transporte mais indicado para atender aos novos índices de urbanização e econômicos vigentes no Rio de Janeiro a partir das décadas de 1960/1970. Os novos índices de acessibilidade e mobilidade conferidos pelo metrô a partir da metade década de 1980, repercutiram diferencialmente no espaço geográfico ao longo da linha dois, mais precisamente no trecho Del Castilho x Pavuna, otimizando a mobilidade da força de trabalho e viabilizando novas áreas para investimentos imobiliários e comerciais, os quais de forma muito pontual e seletiva, além de incentivarem novos processos de favelização em alguns pontos e incrementar outros mais antigos. O metrô veio assim reproduzir o papel histórico dos trens e bondes no Rio de Janeiro, perpetuando o modelo segundo o qual os transportes atuam no sentido de viabilizar uma segregação sócio-espacial da cidade e disponibilizar novas áreas para investimentos, reproduzindo assim a lógica do espaço urbano capitalista.Submitted by Boris Flegr (boris@uerj.br) on 2021-01-07T00:05:02Z No. of bitstreams: 8 Pre textuais Pt 1 e 2.pdf: 2464666 bytes, checksum: 4eb8e23ba791784fad98c01def265531 (MD5) Parte 3 A.pdf: 2796010 bytes, checksum: 37db504b33985ca4df5ca4555a591ea2 (MD5) Parte 3 B.pdf: 2032457 bytes, checksum: 264a5e9b56dbb1247c23a7c6ba308a7b (MD5) Parte 3 C.pdf: 3726262 bytes, checksum: 0e4c86b493aeb206118f001b2538e4b6 (MD5) Parte 3 D.pdf: 2975758 bytes, checksum: 44870e722214a0d2427c0de4e881f86d (MD5) Parte 3 E.pdf: 3914648 bytes, checksum: d465f598b6174ae055423c65313382b8 (MD5) Parte 3 F.pdf: 3638552 bytes, checksum: 08dc44eddab30d353b34f3fe30e825a2 (MD5) Parte 3 G e final.pdf: 1955407 bytes, checksum: 72b47a4c8b3131ac383cbe1ece7cd478 (MD5)Made available in DSpace on 2021-01-07T00:05:02Z (GMT). No. of bitstreams: 8 Pre textuais Pt 1 e 2.pdf: 2464666 bytes, checksum: 4eb8e23ba791784fad98c01def265531 (MD5) Parte 3 A.pdf: 2796010 bytes, checksum: 37db504b33985ca4df5ca4555a591ea2 (MD5) Parte 3 B.pdf: 2032457 bytes, checksum: 264a5e9b56dbb1247c23a7c6ba308a7b (MD5) Parte 3 C.pdf: 3726262 bytes, checksum: 0e4c86b493aeb206118f001b2538e4b6 (MD5) Parte 3 D.pdf: 2975758 bytes, checksum: 44870e722214a0d2427c0de4e881f86d (MD5) Parte 3 E.pdf: 3914648 bytes, checksum: d465f598b6174ae055423c65313382b8 (MD5) Parte 3 F.pdf: 3638552 bytes, checksum: 08dc44eddab30d353b34f3fe30e825a2 (MD5) Parte 3 G e final.pdf: 1955407 bytes, checksum: 72b47a4c8b3131ac383cbe1ece7cd478 (MD5) Previous issue date: 2008-09-26application/pdfporUniversidade do Estado do Rio de JaneiroPrograma de Pós-Graduação em GeografiaUERJBRCentro de Tecnologia e Ciências::Instituto de GeografiaUrban spaceUrban transportSubwayEspaço urbanoTransporte urbanoMetrôCNPQ::CIENCIAS EXATAS E DA TERRA::GEOCIENCIASTransporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de JaneiroTransport and circulation in the reproduction urban spatial: considerations on the subway of Rio de Janeiroinfo:eu-repo/semantics/publishedVersioninfo:eu-repo/semantics/masterThesisinfo:eu-repo/semantics/openAccessreponame:Biblioteca Digital de Teses e Dissertações da UERJinstname:Universidade do Estado do Rio de Janeiro (UERJ)instacron:UERJORIGINALPre textuais Pt 1 e 2.pdfapplication/pdf2464666http://www.bdtd.uerj.br/bitstream/1/13422/1/Pre+textuais+Pt+1+e+2.pdf4eb8e23ba791784fad98c01def265531MD51Parte 3 A.pdfapplication/pdf2796010http://www.bdtd.uerj.br/bitstream/1/13422/2/Parte+3+A.pdf37db504b33985ca4df5ca4555a591ea2MD52Parte 3 B.pdfapplication/pdf2032457http://www.bdtd.uerj.br/bitstream/1/13422/3/Parte+3+B.pdf264a5e9b56dbb1247c23a7c6ba308a7bMD53Parte 3 C.pdfapplication/pdf3726262http://www.bdtd.uerj.br/bitstream/1/13422/4/Parte+3+C.pdf0e4c86b493aeb206118f001b2538e4b6MD54Parte 3 D.pdfapplication/pdf2975758http://www.bdtd.uerj.br/bitstream/1/13422/5/Parte+3+D.pdf44870e722214a0d2427c0de4e881f86dMD55Parte 3 E.pdfapplication/pdf3914648http://www.bdtd.uerj.br/bitstream/1/13422/6/Parte+3+E.pdfd465f598b6174ae055423c65313382b8MD56Parte 3 F.pdfapplication/pdf3638552http://www.bdtd.uerj.br/bitstream/1/13422/7/Parte+3+F.pdf08dc44eddab30d353b34f3fe30e825a2MD57Parte 3 G e final.pdfapplication/pdf1955407http://www.bdtd.uerj.br/bitstream/1/13422/8/Parte+3+G+e+final.pdf72b47a4c8b3131ac383cbe1ece7cd478MD581/134222024-02-27 15:47:32.652oai:www.bdtd.uerj.br:1/13422Biblioteca Digital de Teses e Dissertaçõeshttp://www.bdtd.uerj.br/PUBhttps://www.bdtd.uerj.br:8443/oai/requestbdtd.suporte@uerj.bropendoar:29032024-02-27T18:47:32Biblioteca Digital de Teses e Dissertações da UERJ - Universidade do Estado do Rio de Janeiro (UERJ)false |
dc.title.por.fl_str_mv |
Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro |
dc.title.alternative.eng.fl_str_mv |
Transport and circulation in the reproduction urban spatial: considerations on the subway of Rio de Janeiro |
title |
Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro |
spellingShingle |
Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro Silva, André Luiz Bezerra da Urban space Urban transport Subway Espaço urbano Transporte urbano Metrô CNPQ::CIENCIAS EXATAS E DA TERRA::GEOCIENCIAS |
title_short |
Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro |
title_full |
Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro |
title_fullStr |
Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro |
title_full_unstemmed |
Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro |
title_sort |
Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro |
author |
Silva, André Luiz Bezerra da |
author_facet |
Silva, André Luiz Bezerra da |
author_role |
author |
dc.contributor.advisor1.fl_str_mv |
Pacheco, Susana Mara Miranda |
dc.contributor.advisor1Lattes.fl_str_mv |
http://lattes.cnpq.br/7551196337522945 |
dc.contributor.referee1.fl_str_mv |
Ribeiro, Miguel Angelo Campos |
dc.contributor.referee1Lattes.fl_str_mv |
http://lattes.cnpq.br/1364758970890429 |
dc.contributor.referee2.fl_str_mv |
Esteves, Ricardo |
dc.contributor.referee2Lattes.fl_str_mv |
http://lattes.cnpq.br/6729107311417999 |
dc.contributor.authorLattes.fl_str_mv |
http://lattes.cnpq.br/9955233892228120 |
dc.contributor.author.fl_str_mv |
Silva, André Luiz Bezerra da |
contributor_str_mv |
Pacheco, Susana Mara Miranda Ribeiro, Miguel Angelo Campos Esteves, Ricardo |
dc.subject.eng.fl_str_mv |
Urban space Urban transport Subway |
topic |
Urban space Urban transport Subway Espaço urbano Transporte urbano Metrô CNPQ::CIENCIAS EXATAS E DA TERRA::GEOCIENCIAS |
dc.subject.por.fl_str_mv |
Espaço urbano Transporte urbano Metrô |
dc.subject.cnpq.fl_str_mv |
CNPQ::CIENCIAS EXATAS E DA TERRA::GEOCIENCIAS |
description |
This study aims to analyse the role performed by transports in the process of reproduction of the urban space, searching the comprehension of the relation between the enviroment built in the city and its scheme of circulation, resulting in a space of circulation in which the effectiveness is possible through a system of transport for this purpose developed. The urban transport is understood here as a product and a condition of the urban man himself, employed to make possible the achievement of objetcives and concerns from the urban man. The city, structured as system, has in others aims to allow a group of relations and offer a certain life quality, through the creation of routes to work, education, habitation, entertainment, services, and so on, causing movements and social-spacial interactions. The urban circulation is understood in this pool as an expression of a more complex and bigger process, aiming to intermediate the relation between the activities developed in the urban space, including the production and reprodution structures. Accessibility and mobility are considered factors which will optimize the work of a urban transport network, making possible the localization of the urban activities. The relation between transport and ground usage is implict in the setting of the urban network, through factors like integration and conectivity, influencing some movements and the localization of some activities (the ground usage). The complexity of the urban activities after the Industrial Revolution changed the relation between city and transport, demanding a detailed plan to this relation. The interaction between transport systems and urban projects increased radically, because the conditions of accessibility to the execution of many urban activities and the mobility of the workforce, required for such activities, are attached to the capability of urban transport. The development of the urban network of Rio de Janeiro was not limited to the consequences of the progressive implantation of transports. Its metropolitan space, socially designed, was a result of a historic procces which started by mid of 19th century, with the capitalist production mode demanding an organization of the urban space attached to its needs of (re)production. Trains, bonds and buses came only to make real an urban space which its platform was already set even before its begining, expecting only the proper mean of transportation for that (planing). The subway in Rio de Janeiro, instead of bonds and trains, did not play a prime role, it occured in a stage which was already set, being more a consequece than a cause of this space, reinforcing this way, its arranging. The decision to implant the subway in Rio de Janeiro was possible under conditions much more complex than those which can be controlled by interventions in the transport system. The Line 2 of the subway was implanted on the old rail of Estrada de Ferro Rio D Ouro, passed over by bus station Doxiadis (Green Line), because it offered better rates of accessibility and urban mobility. The Integrated Plan of Metropolitan Transports (IPMT-SUBWAY) pointed at the subway as the best transport to support the new rates of urbanization and economy in existence in Rio de Janeiro in 1960 and 1970. The new rates of accessbility and mobility given by the subway in mid 1980, brought changes in the geography along the Line 2, more specifically between Del Castilho X Pavuna, optimizing the mobility of the workforce and allowing the growth of new comercial and residential bussiness in a very punctual and selective manner, and the appearing of many slums in some areas or growing others as well. The subway came to reproduce the historic role developed by trains and bonds in Rio de Janeiro, perpetuating the model in which transports exist to allow a social-spacial segregation in the city and make available new areas for investments, reproducing this way the logic of the capitalist urban space. |
publishDate |
2008 |
dc.date.issued.fl_str_mv |
2008-09-26 |
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2010-08-24 |
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2021-01-07T00:05:02Z |
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SILVA, André Luiz Bezerra da. Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro. 2008. 239 f. Dissertação (Mestrado em Geografia) - Universidade do Estado do Rio de Janeiro, Rio de Janeiro, 2008. |
dc.identifier.uri.fl_str_mv |
http://www.bdtd.uerj.br/handle/1/13422 |
identifier_str_mv |
SILVA, André Luiz Bezerra da. Transporte e circulação na reprodução espacial urbana: considerações sobre o metrô do Rio de Janeiro. 2008. 239 f. Dissertação (Mestrado em Geografia) - Universidade do Estado do Rio de Janeiro, Rio de Janeiro, 2008. |
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UERJ |
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BR |
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Centro de Tecnologia e Ciências::Instituto de Geografia |
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Universidade do Estado do Rio de Janeiro |
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