O objetivo deste trabalho é analisar dos novos arranjos produtivos encontrados na indústria automobilística brasileira - o consórcio modular e o condomínio industrial. Essas novas configurações envolvem novas formas de relacionamento entre montadoras e fornecedores: no condomínio industrial, fornecedores de primeiro nível constroem instalações próximas às plantas da montadora, em alguns casos no mesmo terreno, de onde partem entregas de componentes ou subconjuntos em esquema just in time ou just in time seqüenciado. No consórcio modular, os fornecedores de primeiro nível e a montadora operam sob um mesmo edifício, e toda a montagem do veículo é realizada pelos fornecedores - ou \"parceiros\". A montadora não possui mão-de-obra direta e os investimentos são compartilhados. Discutimos, neste trabalho, os \"comos e porquês\" de tais arranjos: que lógicas levam ao surgimento dos consórcios e condomínios; que produtos e empresas fornecedoras são escolhidos como participantes; que vantagens e desvantagens podem ser obtidas para montadoras e fornecedores. Como pano de fundo, mostramos as políticas globais de escolha de fornecedores adotadas pelas montadoras nos anos 90 - o global e o follow sourcing. Como conclusão geral, temos que tais arranjos são frutos de uma lógica de redução de custos via melhoria da cadeia de suprimentos; que, em geral, como os condomínios e consórcios as montadoras podem obter muitas vantagens de curto prazo, enquanto as maiores vantagens para os fornecedores serão alcançadas em prazos mais longos; que a questão do poder das montadoras na cadeia produtiva é central, porque elas coordenam toda a formação dos arranjos, definindo quem e como participa; e que, devido às características intrínsecas a tais configurações, cada vez mais os fornecimentos diretos são restritos a empresas multinacionais, deslocando as empresas nacionais a posições mais afastadas do topo da cadeia produtiva. / This study aims to analyse two new productive arrangements found in the Brazilian automobile industry - the \"modular consortium\" and the \"industrial condominium\". Those new configurations involve new relationship forms between assemblers and suppliers: in the industrial condominium, first tier suppliers build their facilities close to the assembler\'s plant, in some cases in the same land, from where they deliver components or subsets in a just-in-time or just-in-sequence basis. In the modular consortium, first tier suppliers and the assembler operate under the same building, and the whole vehicle assembly is accomplished by the suppliers - or \"partners\". The assembler does not possess direct labour and investments are shared. We discuss, in this study, the \"hows and whys\" of such arrangements: which is the logics that leads to consortia and condominiums; which products and companies are chosen as participants; which advantages and disadvantages can be obtained for assemblers and suppliers. As a background, we show the global politics of choice of suppliers adopted by the assemblers in the 1990s - global and follow sourcing. As general conclusions, we have the following: such arrangements result from a logic of cost decrease through improvements in the supply chain; in general, with the condominiums and consortia, assemblers may obtain many short term advantages, while the main advantages for suppliers will be reached in the long term; the issue of the power of assemblers in the productive chain is central, as they coordinate the whole settlement of such arrangements, defining who will participate and how; and, due to intrinsic characteristics of such configurations, direct delivers are more and more restricted to multinational companies, moving Brazilian companies to more distant positions in the supply chain.

The objectives of this thesis are to establish the fundamental principles in the field of 3D property rights by studying such systems in different countries with a particular focus on management questions, to systemize the acquired knowledge and demonstrate different ways of dealing with key factors essential to a well-functioning 3D property rights system. A theoretical background to the 3D property concept is given by presenting proposals as to a definition of 3D property and a classification of the primary forms of 3D property rights examined into specific types and categories, as well as an overview of international 3D property use. A general description of the characteristics of 3D property, with a focus on the condominium form, is also presented. A presentation of three different 3D property rights models is given as exemplified by the countries investigated, including the independent 3D property model in Sweden, the condominium form model in Germany, and a combination of the independent 3D property form and the condominium form as evidenced by the legal systems of two Australian states, New South Wales and Victoria. It has been possible to discern from this study a number of key factors related to 3D property rights that seem to be common for most forms and systems. These include the delimitation of property units, the content of the definition of common property, the creation of easements, the forms of cooperation between property units, management and regulation issues, as well as the settlement of disputes and insurance solutions. The problems experienced within the 3D property systems studied to a large extent have concerned issues within these mentioned key areas, where the management aspect seems particularly difficult. Changes in society and the creation of new development forms to a large extent have also contributed to the need for statutory amendments. More or less substantial amendments have been required in both the Australian and German statutes studied, with shortcomings still remaining after many years of use. However, these systems in general seem to be working well, and the condominium form in particular seems to be a well-functioning concept. Based on these systems, it has been possible to discern a tendency that the more detailed and complex the legislation, the greater the need for gradual amendments. In conclusion, it would be of benefit for countries planning on introducing a system for 3D property rights to utilize the experiences of other countries, while not forgetting to consider differences in legal systems, society, etc. / QC 20100812

No description available.

In the widediscussion field of housing there is a very rapidly updating agenda in accordance with the changing demands of people together with the changing supplies of the popular culture.

Les copropriétés se développent en France essentiellement après 1950. Dès les années 1970, quelques acteurs publics locaux se saisissent du cas de certaines grandes copropriétés dévalorisées. Le principe d’une intervention publique sur les copropriétés dites dégradées est entériné au niveau national en 1994-1996, puis s'étoffe et se développe les vingt années suivantes.Cette thèse s’intéresse à la manière dont les acteurs publics locaux se sont organisés pour repérer les copropriétés potentiellement en difficulté puis pour y agir entre 1975 et 2014, mais aussi à la manière dont certaines copropriétés ciblées par l’action publique ont évolué. Elle vise à éclairer comment les copropriétés touchées par l’action publique ont été repérées, définies et catégorisées par les acteurs publics locaux ; comment ceux-ci sont intervenus sur les copropriétés dégradées emblématiques de leur territoire et quel a été, enfin, le rôle des institutions nationales.Cette thèse s’appuie sur une revue de littérature internationale –- la première, à notre connaissance, portant sur les difficultés des copropriétés, – la consultation des archives publiques locales de trois agglomérations (Lyon, Grenoble et Marseille) et une cinquantaine d’entretiens.Les résultats proposés contribuent tant à explorer le phénomène de dégradation des copropriétés qu’à la connaissance de la politique publique française. Pour décrire le fonctionnement de certaines des copropriétés étudiées, un nouveau concept, la "gestion malveillante", est proposé. La thèse souligne également le lien entre l'ampleur et la pertinence de l'action publique et l'évolution des copropriétés dégradées les plus emblématiques des trois agglomérations. Elle montre comment s’est organisé au sein des politiques du Logement une politique publique sans gouvernement à distance, conduisant au renforcement des inégalités entre agglomérations. / How does public policies act towards so-called « dilapidated condominium »? In France, housing in « copropriété » (condominium, CIDs or HOA in English) becomes common in the 60s and 70s. In the late 70s, a few local public actors address the problem of some multi-owned residential developments facing a bundle of difficulties, such as decrease in real estate values, poorer inhabitants and owners, lacks in maintenance or management conflicts. In 1994-1996, the concept of « copropriétés dégradées » (dilapidated condominiums) enter in French national laws and public policies. Both laws and public policies are reinforced in the 2000s and 2010s, creating what seems to be one of the most developed program aiming poor multi-owned residential developments in OCDE countries.This PhD is based on an international literature review (the first one about difficulties faced by multi-owned housing) on archives stored by local authorities of 3 agglomerations (Lyon, Marseille, Grenoble) and on 50 interviews. It tracks local public policies towards so-called “copropriétés dégradées” at a building, communal and intercommunal level during 40 years (1975-2014). The research shows how residential developments were investigated, categorised and invested by local authorities in Lyon, Marseille and Grenoble.The proposed results are related to both condominium management and French public policies. A new form of condominium management, called malevolent management, is observed and conceptualised. The growing difference between Marseillian and Parisian degraded condominium (facing major safety issues) and Lyon’ and Grenoble’ ones (facing refurbishment issues) is documented and linked to the differences between the local public policies. The role of the national policy is also discussed: instead of reducing the differences between cities, it appears to enhance them.

Este trabalho visa identificar as principais características da cultura organizacional no Complexo Industrial Automotivo de Gravataí (CIAG), o qual é composto por dezesseis empresas de diferentes portes e países de origem, sob a liderança da General Motors. Como principal fonte de evidências, foram realizadas entrevistas junto a três dirigentes da General Motors e nove gerentes de empresas fornecedoras que se encontram localizadas no condomínio industrial. Os resultados das entrevistas foram analisados segundo oito tópicos: (a) missão; (b) valores comuns; (c) objetivos; (d) auto-imagem do CIAG; (d) mecanismos de disseminação da cultura; (e) participação dos sistemistas na tomada de decisão; (f) símbolos de identificação do grupo; (g) mecanismos de avaliação organizacional. Os resultados indicaram diversos exemplos de um espaço comum na cultura organizacional de todos os participantes do empreendimento, tais como: ênfases em segurança no trabalho e manufatura enxuta; padronização de uniformes para todos os intervenientes; terminologia comum para se referir a aspectos da gestão da produção. Tal cultura comum é resultado de ações iniciadas ainda na fase de concepção e implantação do empreendimento, principalmente a formação de comitês de trabalho, com representantes de todas as empresas, que se reúnem periodicamente para tratar de assuntos como políticas de pessoal e qualidade. Entretanto, as empresas têm espaço para manutenção de suas culturas particulares. Isso é evidenciado pelo fato de que as empresas têm autonomia para gerenciar seus processos de produção, desde que atendam as metas estabelecidas pelos comitês para que o complexo como um todo seja bem-sucedido. / This work seeks to identify the main characteristics of the organizational culture in the Automotive Industrial Complex of Gravataí (CIAG), which is formed by sixteen companies of different sizes and origin countries, under the leadership of General Motors. As a wellspring of evidence, it has been conducted interviews with three General Motors managers and nine from suppliers that are localized in the industrial condominium. The results of the interview were analyzed in accordance with eight items: (a) mission; (b) common values; (c) targets; (d) CIAG self image; (d) the culture dissemination mechanisms; (e) The suppliers participation in the decision-making; (f) teams identification symbols; (g) organizational evaluations tools. The results show several examples of a common share in the organizational culture between all participants of the enterprise, as such: emphases in work security and lean manufacturing; standardize uniforms to all the intervenient; common terminology to report aspects of manager manufacturing. Such common culture is the result of actions started in the beginning of the conception phase and implantation enterprise, specially the task forces formation, with members of all companies, which meet periodically to deal with subjects like employment policies and quality. However, the enterprises have room to keep their own culture. This is made evident by the fact that the companies have autonomy to manage their production process, as long as performed in accordance with the targets established by the task force for the complex to be well successful as a whole.

Made available in DSpace on 2014-06-11T19:26:17Z (GMT). No. of bitstreams: 0 Previous issue date: 2009-03-03Bitstream added on 2014-06-13T19:13:22Z : No. of bitstreams: 1 venanzi_d_me_bauru.pdf: 900608 bytes, checksum: 7bc540f0c0586f8f114eb3a8ee8d96a5 (MD5) / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / Em decorrência do aumento da competitividade do setor automobilístico, montadoras vêm adotando novas configurações produtivas, visando a uma maior integração na cadeia produtiva e ganhos para os participantes. A configuração produtiva escolhida pela montadora é um fator crucial e determinante para sua competitividade e que está diretamente associado à capacidade da montadora de entender e atender às expectativas dos clientes. Com a emergência dessas novas configurações organizacionais na indústria automobilística, houve uma perspectiva de que os mesmos se tornassem dominantes no futuro da indústria. Porém, o que se tem visto é que a adoção dessas novas configurações não tem ocorrido na velocidade prevista. Isso levanta questões relacionadas à condição de adoção dessas configurações e dos ganhos esperados pela implantação da estratégia de modularização se comparados aos tradicionais esquemas produtivos. Portanto, considerando essas premissas, o objetivo desta pesquisa é o de estudar como as configurações de Consórcio Modular (CM) e Condomínio Industrial (CI) refletem as prioridades competitivas na indústria automobilística brasileira. Pretende-se, dessa forma, contribuir para o entendimento da dinâmica... / In result of the increase of the competitiveness of the automobile sector, assembly plants have been adopting new productive configurations, aiming at a bigger integration in the productive chain and profits for the participants. The productive configuration chosen by the assembly plants is a crucial and determinative factor for its competitiveness and this is directly associated with the capacity of the assembly plant to understand and to take care of the expectation of the customers. With the emergency of these new organizational confirations in the automobile industry, there was a perspective that they could become dominant in the future of the industry. However, it has been observed that the adoption of these new configurations has not occured in the foreseen speed. This raises questions related to the condition of adoption of these configurations and the profits hoped with the implantation of the strategy of modularization compared with the traditional productive projects. Therefore, considering these premises, the objective of this research is to study how the configurations of Modular Consortium (CM) and Industrial Condominium (CI) reflect the competitive priorities in the Brazilian automobile industry. It is intended, by this way, to contribute for the agreement of the dynamics of adoption of these configurations in the Brazilian automobile industry. These productive configurations are present are present in two plants studied in this research: General Motors - (RS) - CI and Volkswagen (RJ) - CM. The suppliers of the CI are installed in the land of the assembly plant and its surroundings and are responsible for the supply just-in-time of the systems. In the other hand, the modules of the companies partners of the CM are installed inside of the assembly plant, and are responsible for the production of the modules in the final assembly line... (Complete abstract click electronic access below)

Os casos de deterioração de fachadas prediais no grande Recife e arredores têm sido objeto de atenção dos técnicos da construção civil no estado de Pernambuco. A presença de alterações visuais provocadas por manifestações patológicas (fungos, fissuras, manchas, etc.) nessas superfícies é um sinal de alerta de que o seu desempenho se encontra em declínio. O termo patologia, originário da medicina, tem se adequado ao quadro de doenças que têm se instalado nas edificações, de um modo geral, e principalmente as que estão expostas aos agentes degradantes naturais (vento, chuva, etc.): as fachadas. Este trabalho apresenta um estudo de caso das manifestações patológicas observadas nas fachadas de todos os edifícios com tipologia t3 (térreo + três) em três conjuntos habitacionais: Beira Rio, Casarão do Cordeiro e Abençoada por Deus, empreendidos pela Prefeitura da Cidade do Recife. Para tal, foram realizadas visitas e feito o levantamento, através da observação nas quatro fachadas desses conjuntos, das patologias relativas ao uso da pintura sobre revestimento de argamassa e sobre o tijolo. Foi utilizada, em primeiro lugar, uma adaptação do método de Lichtenstein (1986), que permitiu direcionar as várias etapas do trabalho que vão da vistoria do local até o diagnóstico, a conduta e a terapia. Em segundo lugar, dois outros métodos foram adotados para auxiliar no registro e contabilização das ocorrências patológicas identificadas: o método da incidência e o da intensidade. Foram observadas 172 fachadas e registradas as patologias nos planos verticais, desses conjuntos. São as seguintes as patologias: fungo, fissuras, empolamento da pintura, descoloração, manchas de corrosão, eflorescência, manchas na pintura, descolamento da pintura, desagregamento do tijolo e manchas de umidade no tijolo. Através da apresentação e discussão dos resultados obtidos pela comparação dos registros, pôde-se considerar o aparecimento das manifestações como decorrentes do projeto arquitetônico, da execução e da qualidade dos materiais de revestimento / Cases of deterioration in building facades in Recife and surroundings have been subject to the attention of technical construction in the state of Pernambuco. The presence of visual changes caused by pathological manifestations (fungi, cracks, stains, etc.) in these areas is a warning sign that their performance is in decline. The word pathology, originating in medicine, is used in civil engineering, by analogy, to determine diseases that are installed in several parts of the building, especially the most exposed to natural degrading agents (wind, rain, etc.): the facade. This work presents a study case of pathological problems surveyed in the facades of all buildings type t3(ground floor + three more floors) in three social housing projects: Beira Rio, Casarão do Cordeiro and Abençoada por Deus, supported by the Prefeitura da Cidade do Recife (Recife City Hall). Some pathologies related to the use of paint over mortar rendering or over brick only, were observed on the four facades of these buildings. First of all, the Lichtenstein method(1986) was used to guide the early stages of the work because it organizes the different steps to be taken all during the study, which range from the collection of data from the places visited to the diagnosis, conduct and therapy to be adopted. However, this method was slightly adapted for this study. Secondly, two other methods were used to help with recording and counting the pathologies observed on the facades: the methods of incidence and intensity. One hundred and seventy two facades were inspected and a series of problems on the vertical surfaces of these buildings was recorded. The pathologies were as follows: fungus, cracks, blisters on paint, discoloration, stains from corrosion, efflorescence, stain on paint, peeling paintwork, crumbling brickwork, moisture staining in the brickwork. After presenting and discussing the results obtained by comparing the data, it was concluded that the origin of these pathologies arose from the architectural planning, the way it was implemented and the quality of the materials used to clad the walls

Este trabalho visa identificar as principais características da cultura organizacional no Complexo Industrial Automotivo de Gravataí (CIAG), o qual é composto por dezesseis empresas de diferentes portes e países de origem, sob a liderança da General Motors. Como principal fonte de evidências, foram realizadas entrevistas junto a três dirigentes da General Motors e nove gerentes de empresas fornecedoras que se encontram localizadas no condomínio industrial. Os resultados das entrevistas foram analisados segundo oito tópicos: (a) missão; (b) valores comuns; (c) objetivos; (d) auto-imagem do CIAG; (d) mecanismos de disseminação da cultura; (e) participação dos sistemistas na tomada de decisão; (f) símbolos de identificação do grupo; (g) mecanismos de avaliação organizacional. Os resultados indicaram diversos exemplos de um espaço comum na cultura organizacional de todos os participantes do empreendimento, tais como: ênfases em segurança no trabalho e manufatura enxuta; padronização de uniformes para todos os intervenientes; terminologia comum para se referir a aspectos da gestão da produção. Tal cultura comum é resultado de ações iniciadas ainda na fase de concepção e implantação do empreendimento, principalmente a formação de comitês de trabalho, com representantes de todas as empresas, que se reúnem periodicamente para tratar de assuntos como políticas de pessoal e qualidade. Entretanto, as empresas têm espaço para manutenção de suas culturas particulares. Isso é evidenciado pelo fato de que as empresas têm autonomia para gerenciar seus processos de produção, desde que atendam as metas estabelecidas pelos comitês para que o complexo como um todo seja bem-sucedido. / This work seeks to identify the main characteristics of the organizational culture in the Automotive Industrial Complex of Gravataí (CIAG), which is formed by sixteen companies of different sizes and origin countries, under the leadership of General Motors. As a wellspring of evidence, it has been conducted interviews with three General Motors managers and nine from suppliers that are localized in the industrial condominium. The results of the interview were analyzed in accordance with eight items: (a) mission; (b) common values; (c) targets; (d) CIAG self image; (d) the culture dissemination mechanisms; (e) The suppliers participation in the decision-making; (f) teams identification symbols; (g) organizational evaluations tools. The results show several examples of a common share in the organizational culture between all participants of the enterprise, as such: emphases in work security and lean manufacturing; standardize uniforms to all the intervenient; common terminology to report aspects of manager manufacturing. Such common culture is the result of actions started in the beginning of the conception phase and implantation enterprise, specially the task forces formation, with members of all companies, which meet periodically to deal with subjects like employment policies and quality. However, the enterprises have room to keep their own culture. This is made evident by the fact that the companies have autonomy to manage their production process, as long as performed in accordance with the targets established by the task force for the complex to be well successful as a whole.

Orientador: José Alcides Gobbo Junior / Banca: Rodolfo Florence Teixeira Júnior / Banca: Luiz Carlos Di Serio / Resumo: Em decorrência do aumento da competitividade do setor automobilístico, montadoras vêm adotando novas configurações produtivas, visando a uma maior integração na cadeia produtiva e ganhos para os participantes. A configuração produtiva escolhida pela montadora é um fator crucial e determinante para sua competitividade e que está diretamente associado à capacidade da montadora de entender e atender às expectativas dos clientes. Com a emergência dessas novas configurações organizacionais na indústria automobilística, houve uma perspectiva de que os mesmos se tornassem dominantes no futuro da indústria. Porém, o que se tem visto é que a adoção dessas novas configurações não tem ocorrido na velocidade prevista. Isso levanta questões relacionadas à condição de adoção dessas configurações e dos ganhos esperados pela implantação da estratégia de modularização se comparados aos tradicionais esquemas produtivos. Portanto, considerando essas premissas, o objetivo desta pesquisa é o de estudar como as configurações de Consórcio Modular (CM) e Condomínio Industrial (CI) refletem as prioridades competitivas na indústria automobilística brasileira. Pretende-se, dessa forma, contribuir para o entendimento da dinâmica... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: In result of the increase of the competitiveness of the automobile sector, assembly plants have been adopting new productive configurations, aiming at a bigger integration in the productive chain and profits for the participants. The productive configuration chosen by the assembly plants is a crucial and determinative factor for its competitiveness and this is directly associated with the capacity of the assembly plant to understand and to take care of the expectation of the customers. With the emergency of these new organizational confirations in the automobile industry, there was a perspective that they could become dominant in the future of the industry. However, it has been observed that the adoption of these new configurations has not occured in the foreseen speed. This raises questions related to the condition of adoption of these configurations and the profits hoped with the implantation of the strategy of modularization compared with the traditional productive projects. Therefore, considering these premises, the objective of this research is to study how the configurations of Modular Consortium (CM) and Industrial Condominium (CI) reflect the competitive priorities in the Brazilian automobile industry. It is intended, by this way, to contribute for the agreement of the dynamics of adoption of these configurations in the Brazilian automobile industry. These productive configurations are present are present in two plants studied in this research: General Motors - (RS) - CI and Volkswagen (RJ) - CM. The suppliers of the CI are installed in the land of the assembly plant and its surroundings and are responsible for the supply just-in-time of the systems. In the other hand, the modules of the companies partners of the CM are installed inside of the assembly plant, and are responsible for the production of the modules in the final assembly line... (Complete abstract click electronic access below) / Mestre