M.Com. / The per capita consumption of fresh milk, a product of one of the primary production sectors in the developing economy of South Africa, namely agriculture, has declined from 61,1 kg in October 1962 to 32,0 kg in September 1983. During the period July 1973 to June 1984, the total volume of fresh milksold has declined by approximately 4 percent. A major contributing factor in this regard is the 26 percent decrease in the share of the door-to-door delivery operation during the same period. In addition, cost spirals, inflation and price regulation had a significant impact on the profit margin of the door-to-door delivery operation. These factors necessitate a review of alternatives which will improve the economy of the delivery operation whilst maintaining an acceptable level of customer service. In order to optimise the interrelationship between cost and customer service, important managerial and operational aspects of the existing door-to-door delivery . operation have been identified. Suggestions in this regard are based on the most widely acceptable theories in physical distribution, as well as consumer preferences which have been obtained by means of a questjonnaire distributed to a representative sample of the East Rand population. It was found that irrespective of the method which may be considered to economise the door-to-door delivery operation, the application of the physical distribution concept, in terms of organisational structure and cost accounting, will enhance the effectiveness and influence the success of implementation. It was found that physical distribution functions, and specifically order placing and processing, storage, despatch, returns, transport and production forecasting should be allocated to the distribution department. Due to the interrelationships that exist within and between the above functions which form part of the physical distribution system, the application of the total cost approach is necessary. The present method and procedure of traditional cost accounting and cost allocation are insufficient when evaluating the possible effect of implementing measures which may result in improved economy on the door-to-door delivery operation. In studying available literature, it was determined that alternatives which may economise the delivery operation, can be categorised as follows: -Methods to increase volumes, and -methods to reduce costs. Volumes can be increased by increasing the number of households to which fresh milk is delivered from door to door. However, consumers consider security of money and delivered product (24,1 percent), reliability of the delivery service (21,5 percent) and inconvenient times of delivery (22,9 percent) as the three most important reasons for not making use of the service. Convenience (41,7 percent) and price aspects (24,7 percent) have been found the two most important factors why consumers obtain fresh milk by means of the door-to-door delivery operation. Of the total number of consumers who normally buy their fresh milk requirements from cafes and supermarkets, approximately 52 percent indicated that they will make use of the delivery service provided reliability and more convenient times of delivery are ensured. It was found that by introducing a wider product range, packaging sizes will not have a significant impact on the volumes per point of sale as fresh orange (50,9 percent) and guava juice (27,8 percent) is preferred in one litre glass bottles. The above products are at present obtainable from the door-to-door delivery service. With regard to methods that may reduce physical distribution costs, 70,7 percent of the consumers indicated they will discontinue the delivery service if products were to be delivered at central points only. It was found that delivery vehicles are utilised for 6,7 hours (36 percent) per day and significant savings in fixed vehicle costs (35 percent) can be achieved by introducing two vehicle shifts (re-scheduling). Of the total number of consumers who normally obtain fresh milk by means of the door-to-door delivery operation, 91,8 percent indicated they will continue with the service even if delivery is only effected in the late afternoon.

This thesis consists of a critical introduction followed by a novel told in twentyfive chapters. The novel begins in the first person with the eighteen-year-old protagonist Kirtland Grant beginning a summer job as a door-to-door pest control salesman in Florida. Trained using Mormon missionary techniques, his office of relocated Utah boys, all of them Mormon, dodge angry homeowners and evade police in gated communities while insects root the brand-new houses from below and corrupt banking pushes the region toward collapse. With his departure date for a two-year Mormon mission looming at summer’s end, Kirt delves into Mormon doctrine and attempts to solidify his spiritual faith through a salesman’s experiment in finding God. As Kirt redoubles his efforts in faith and in sales in order to earn enough money to fund his mission, he finds himself in ethically dubious positions and comes to understand the questionable practices of the company for whom he has been selling. He simultaneously struggles to comprehend his own sexuality, and a sexual run-in with a young woman, which Kirt interprets as serious sin, triggers additional trauma and spiritual flailing. God does not commune with Kirt in any way Kirt can comprehend, and as the novel ends he is beaten, alone, but nevertheless, alive. Perhaps most critically, he has effectively quit his position in the pest control company and made a failed attempt at reconnecting with the young woman. The novel is an embodiment of the nature of belief, and examines our reliance on each other’s faith to prop up our own, whether it be faith in housing markets, pest control products, or God.

Made available in DSpace on 2016-03-15T19:34:24Z (GMT). No. of bitstreams: 1 Maria Elisa Fudaba Curcio Pereira.pdf: 811836 bytes, checksum: ca9450d3d91d947ae5793b42f1902b3f (MD5) Previous issue date: 2015-08-18 / Taxation on "direct sales" activities by Social Security is an issue that has provoked debate among legal experts and policy makers. Given this, this master's thesis is the result of research focused on the environment of direct sales or mail order. More specifically on the way of functional relationship between sales representatives and companies from the perspective of the Brazilian System of Social Security. Based on the absence of employment contract, the legal relation between direct sales companies and representatives defines its conditions as independent vendors. This was the starting point of the problematic, since these individual vendors are not included in the constitutional social protection of Social Security. / A tributação sobre venda direta pela Previdência Social é um assunto que tem provocado debates entre juristas e formuladores de políticas públicas. Diante desta realidade, desenvolveu-se o presente trabalho, a partir de uma pesquisa sobre o ambiente da venda direta ou venda por catálogo. Mais especificamente, quanto a forma de relação funcional entre os representantes de vendas e as empresas, sob a perspectiva do Sistema Brasileiro de Previdência Social. A relação das empresas de vendas diretas e dos representantes, juridicamente reconhecidos como vendedores ambulantes, profissionais autônomos, baseia-se na ausência de vínculo empregatício. Este foi o ponto de partida para a problematização, uma vez que estes vendedores autônomos, em sua maioria, não estão inseridos no arcabouço da proteção social constitucional da Previdência Social.

Fournir un service de mobilité porte-à-porte pour les voyageurs est un objectif largement partagé. C’est aussi un objectif stratégique pour SNCF. En effet, après plus de trente années de croissance portée par le TGV, l’entreprise a fait face à des difficultés qui l’ont incitée à revoir son modèle économique. Elle vise à s’affirmer comme un véritable opérateur multimodal et à retrouver, grâce à d’autres modes que le train, sa vocation de desserte fine des territoires. Le porte-à-porte consiste à permettre aux individus d’aller d’une origine à une destination sans utiliser leur voiture, donc en utilisant différents moyens de transport mis bout à bout. La question posée est celle de l’existence d’un hypothétique opérateur de mobilité porte-à-porte qui serait l’interlocuteur unique du voyageur et qui lui garantirait la continuité de service tout au long du déplacement. Ce travail étudie, dans une démarche de recherche-intervention, les modèles économiques possibles pour un opérateur de mobilité porte-à-porte : quelle offre, quelle organisation entre les acteurs, quelle répartition des coûts et de la valeur ? La thèse apporte dans un premier temps une analyse approfondie de la notion de porte-à-porte pour les voyageurs. Ensuite elle détaille les enjeux pour les différentes parties prenantes. Les évolutions du contexte réglementaire de la mobilité en France, les enjeux relatifs au développement durable et la modification des équilibres en place sous l’effet de la transition numérique de l’économie sont passés en revue. Au sein de SNCF, différents approches du porte-à-porte existent qui reflètent la complexité de l’entreprise. L’évolution du système d’acteurs dans leur diversité ouvre des perspectives nouvelles. Trois grands types de modèles économiques pour le porte-à-porte sont identifiés : un modèle intégré, un modèle de plate-forme et un modèle distribué. Il en découle des trajectoires possibles de moyen et long termes pour le groupe ferroviaire. Sans être exclusifs les uns des autres, les trois modèles ont chacun leur domaine de pertinence. Affirmer un modèle économique distribué du porte-à-porte semble toutefois être une orientation à privilégier pour que le transport ferroviaire reste pertinent face à la voiture individuelle / The goal of providing passengers with seamless door-to-door mobility has today become a common objective, and a key priority for SNCF, France’s historical national rail group. After more than 30 years of growth thanks to the success of the TGV high-speed train, SNCF faces difficulties that have prompted it to reconsider its business model. The firm has decided to become a genuine multimodal operator with the capacity to provide a comprehensive territorial service through a variety of transport modes. The principal function of door-to-door transport is to enable travellers to go from A to B without using their own cars but a sequence of transport modes. This raises the possibility of the emergence of door-to-door mobility operators that provide a one-stop shop for travellers and offer continuity of service provision over an entire journey. This paper explores possible business models for a door-to-door mobility operator: the nature of the service, organisation between stakeholders and the revenue model. It begins with a detailed analysis of the idea of door-to-door service in the context of passenger transport. It then studies the main challenges for the stakeholders, in particular the evolution of France’s regulatory framework, issues relating to sustainable development and the effects of the digital economy. Different approaches to door-to-door provision exist within SNCF, reflecting the complexity of the company. Growing diversity in the system of actors has opened up new possibilities. Three contrasting business models were identified for door-to-door services: the integrated model, the platform model and the distributed model, all of which offer possible mid-term and long-term strategic directions for SNCF. Without being mutually exclusive, all three models are relevant in their distinct spheres. Nevertheless, the distributed model would seem to offer the greatest potential for rail transport to remain competitive with the private car

Este estudo estima e compara as emissões de CO2 entre os dois modos de transporte intermodais mais utilizados no Brasil, para cargas com origem e destino ao município de Manaus, Estado do Amazonas. O primeiro é denominado cabotagem porta-a-porta, tem o contêiner como unidade de transporte e é caracterizado pela utilização da navegação em rios e/ou oceano como modalidade principal, complementado por caminhões para os trechos rodoviários na origem e destino. O segundo modo de transporte consiste na combinação do modo fluvial com rodoviário, conhecido no mercado brasileiro como rodo-fluvial. Nesse modal, a unidade de transporte é usualmente a carreta-baú, que percorre uma parte do trajeto sobre uma barcaça (trecho fluvial) e outra parte conectada a um cavalo-mecânico (trecho rodoviário). Através da aplicação dos métodos de cálculo baseados na energia ou atividade (energy-based or activity-based approach) foi possível realizar uma comparação das emissões de forma bastante compreensiva. Na literatura existem diversos estudos que destacam a eficiência do modal aquaviário em relação ao modal rodoviário. No entanto, esses estudos analisam as emissões sem considerar todas as etapas envolvidas, como coleta e entrega, e movimentação portuária. Dessa forma, esses estudos podem estar deixando de computar quantidades importantes de emissões quando fazem essas comparações. Nesse estudo, a comparação contempla todas as etapas e permite que ao analisarmos os resultados, possamos entender exatamente em qual etapa do processo as emissões são mais significativas. Os resultados apurados apontam uma clara vantagem ambiental do modal cabotagem porta-a-porta, emitindo até 40% menos CO2 que o modal rodo-fluvial no trecho entre Manaus e São Paulo. De igual forma, mostra-se também mais eficiente mesmo em trechos de menor distância, como entre Manaus e Recife, onde as emissões na cabotagem porta-a-porta são 54% inferiores ao modal rodo-fluvial. Quando comparado com rotas puramente rodoviárias, como entre Porto Alegre e Recife, a cabotagem porta-a-porta emite 63% menos CO2 que o modal alternativo. / This study estimates and compares CO2 emissions between the two modalities of intermodal transport most used in Brazil for cargo with origin and destination to the municipality of Manaus, State of Amazonas. The first is called door-to-door cabotage, has the container as a transport unit and is characterized by the use of river and/or ocean navigation as the main modality, complemented by trucks for the road sections at the origin and destination. The second mode is the combination of the fluvial and road modal, known in the Brazilian market as a fluvial highway. In this modality, the transport unit is usually the trailer, which travels part of the route on a barge (river sections) and another part connected to a tractor (road sections). Through the application of the energy-based or activity-based approach, it was possible to compare the emissions in a very comprehensive way. In the literature there are several studies that highlight the efficiency of the waterway modal in relation to the road modal. However, these studies analyze emissions without considering all the steps involved, such as pick-up and delivery and port handling. Thus, these studies may be failing to compute significant amounts of emissions when making such comparisons. In this study, the comparison contemplates all the steps and allows that when analyzing the results, we can understand exactly at which stage of the process the emissions are more significant. The results obtained indicate a clear environmental advantage of the modal cabotage door-to-door, emitting up to 40% less CO2 than the combined fluvial and road modal in the stretch between Manaus and São Paulo. Similarly, it is also shown to be more efficient even in smaller distances, such as between Manaus and Recife, where the emissions in the door-to-door cabotage are 54% lower than the alternative (fluvial-road) modal. When compared to purely road routes, such as between Porto Alegre and Recife, the door-to-door cabotage emits 63% less CO2 than the alternative modal.

Questa tesi ha come obiettivo quello di contribuire all'analisi empirica della struttura dei costi del ciclo dei rifiuti solidi urbani in un campione di 534 comuni italiani, per un periodo di sette anni, dal 2004 al 2010. Dopo una panoramica sia delle varie fasi del servizio RSU che del funzionamento del settore in Italia, nel primo capitolo, il secondo analizza la letteratura empirica delle funzioni di costo, con particolare attenzione per i lavori più recenti, tra cui anche i pochissimi italiani sul tema. L’argomento del terzo capitolo riguarda lo studio della presenza di economie di scala e di densità nel settore dei rifiuti utilizzando una specificazione translogaritmica per la funzione di costo stimata con il metodo SUR. L'ultimo capitolo si propone di fornire risposte a domande molto attuali come: la raccolta porta a porta è più costosa? E' meglio smaltire in discarica i rifiuti residui o bruciarli? Data una certa quantità di rifiuti da smaltire, esiste una quantità ottimale da incenerire? Inoltre, dato che molte comunità usano contemporaneamente diversi siti di smaltimento, qual è il numero ottimale di siti per portare i propri rifiuti indifferenziati? / This thesis aims to contribute to the empirical analysis of the cost structure of municipal solid waste management in a sample 534 Italian municipalities, for a period of seven years, from 2004 to 2010. After giving an overview both of the various phases of the MSW service and of the functioning of the sector in Italy in the first chapter, the second chapter reviews the cost function studies, with particular emphasis on recent years including also the very few Italian papers on the topic. This topic of the third chapter the study of the presence of scale and density economies in the Italian waste sector using a translogarithmic specification estimated with the SUR method. The last chapter aims to provide answers to very actual questions as: is the door to door collection more expensive? Is it better to burry residual waste or to incinerate it? Given a certain amount of garbage, is there an optimal quantity to be incinerated? Moreover, given that many communities use contemporaneously different dumpsites, which is the perfect number of disposal sites for unsorted waste?

Orientador: Arleude Bortolozzi / Dissertação (mestrado) - Universidade Estadual de Campinas, Instituto de Geociencias / Made available in DSpace on 2018-08-05T07:41:33Z (GMT). No. of bitstreams: 1 Miranda_AnaLuisa_M.pdf: 4106132 bytes, checksum: 9808a73e846a75c11d4e65caf1f86b23 (MD5) Previous issue date: 2005 / Résumé: Dans ce mémoire de maitrise, nous partons de I'idée que I'usage du territoire implique « différentes matrices de rationalité » ce qui donc impose non seulement Ia reconnaissance de Ia diversité mais également celle des contradictions inscrites dans I'espace géographique. Ainsi, Ia « conflituosité » en tant que donnée de I'analyse spatiale est essentielle á Ia mise en valeur de Ia différence et, surtout, á Ia mise en valeur de sujets sociaux historiquement occultés. En ce sens-Iá, notre recherche s'utilise du territoire utilisé en tant que catégorie d'analyse, vu qu'il nous remet á I'espace de tous et, encore, qu'il nous invite á entreprendre des « relations sociales et de pouvoir ». Donc, nous chercherons á dévoiler les stratégies et les tactiques qui conduisent les actions des différents agents - tout en faisant ressortir Ia présence des marchands ambulants - dans Ia lutte pour I'usage du centre ville de Ribeirao Preto. Avec Ia notion « d'hommes lents » nous cherchons á mettre en valeur Ia territorialité des marchands ambulants qui, hors du modéle hégémonique, être trés difficilement confrontée, non seulement en tant que porteuse de valeurs, mais aussi en tant que nouvelle possibilité de I'usage de Ia ville. Dans ce contexte, les marchands ambulants résistent á I'aménagement du territoire urbain dominant et, grâce á leurs circonstances, ils tentent d'imposer leurs spécificités tout en apportant au débat une possible autre configuration socio-spatiale. De cette maniére, en installant un désaccord sur I'organisation du centre ville de Ribeirao Preto, ils se constituent, même potentiellement, en tant que sujets politiques. C'est ce processus de constitutions, négociations et répressions, que nous tentons apréhender afin d'illuminer Ia géographie de ces sujets / Resumo: Nesta dissertação, parte-se da idéia que o uso do território envolve "diferentes matrizes de racionalidade" e, portanto, impõe o reconhecimento da diversidade e das contradições inscritas no espaço geográfico. Com isso, a "conflituosidade", como um dado da análise espacial, é essencial para a valorização da diferença e, sobretudo, para a valorização de sujeitos sociais historicamente ocultados. Nesse sentido, esta pesquisa vale-se do território usado como categoria de análise, já que nos remete ao espaço de todos e, com isso, nos convida a atentar para as "relações sociais e de poder". Assim, busca-se desvendar as estratégias e táticas que conduzem as ações dos diferentes agentes - destacando a presença dos camelôs - na luta pelo uso do centro de Ribeirão Preto. Por meio da noção de "homens lentos", procura-se valorizar a territorialidade dos camelôs que, estando fora do modelo hegemônico, dificilmente é confrontada como portadora de valores e, sobretudo, como uma nova possibilidade de uso da cidade. Nesse contexto, os camelôs resistem ao planejamento urbano dominante e, dentro de suas circunstâncias, tentam impor suas especificidades, trazendo para o debate uma outra configuração sócio-espacial possível. Assim, ao instalar um dissenso sobre a organização do centro de Ribeirão Preto constituem-se, ainda que potencialmente, como sujeitos políticos. É nesse processo de constituições, negociações e repressões, que se procura apreender e, sobretudo, iluminar a geografia desses sujeitos / Abstract: This paper discusses the idea that the use of a territory envolves "different sources of rationality", therefore, it imposes the recognition of diversity and contradictions inscribed in geographical space. Through it, the "conflictuality" as a known element of the spacial analysis is essencial to the appreciation of the difference and specially, for the appreciation of social subjects historically hidden. Therefore, this research makes use of used territory as a category of analysis, since it remits us to the space of everybody, in such a way, it invites us to consider the "social relations and the power relations". In this way, it seeks in revealing the strategies and tactics which carry the actions out of the different subjects - pointing out the presence of camelôs - fighting for the use of Ribeirão Preto's downtown. Through the notion of "slow men" we value the territoriality of the camelôs who has been out of the hegemonic model, it is hardly faced as a value bearer and, above ali, as a new possibility to make use of the city. Therefore, the camelôs withstand to the dominant urban planning and under these circumstances, they try to impose their specialities bringing to debate another possible configuration of social space. Thus, installing a disagreement about the organization of Ribeirão Preto's downtown, however, it constitutes potentially as political subjects. In this process of constitutions, negotiations and repressions that we seek to undestand and beyond that, to enlighten the geography of these subejts / Mestrado / Análise Ambiental e Dinâmica Territorial / Mestre em Geografia

The existing link between PT travelers’ satisfaction, ridership and loyalty prove the relevance of improving overall trip satisfaction. The thesis present an array of approaches and methodologies aiming at increasing overall satisfaction with PT door-to-door trips while covering important issues that previous research has failed to address. These knowledge gaps include: disregarding the different needs and priorities of different type of travelers; overlooking the evolution over time and across geographical areas that overall satisfaction and satisfaction with specific service attributes may experience; and, neglecting the importance of access and egress legs. Based on the Swedish customer satisfaction barometer (2001-2013), an investigation of the determinants of PT satisfaction and their evolution over time (I) shows that: a) the deterioration of overall satisfaction with PT in Sweden in recent years is driven by a decrease in satisfaction with customer interface and length of trip time; b) these two service aspects as well as operation are found as key determinants of overall satisfaction which users consistently rate among the least satisfactory. The diversity of needs and priorities of SKT travelers was reduced into 5 distinctive multi-modal travelers’ groups (II). These travelers’ groups exhibited geographical disparities and an in between-groups overall similarity in the importance attached to the service attributes. Nevertheless, some noticeable differences could be observed. The service attributes’ importance levels reveal overall changes in appreciations and consumption goals over time. A number of both normative and heuristic satisfaction aggregation rules are tested on METPEX dataset for different types of trip configurations (III). The results show that normative rules can better reproduce overall travel satisfaction than heuristic rules, indicating that all trip legs need to be considered when evaluating the overall travel experience. / Kontinuerlig urban tillväxt, miljöproblem, konkurrens om begränsat utrymme, längre pendlingsavstånd samt behovet av att främja rättvisa och jämlikhet i samhället är de främsta anledningarna till förbättringar av kollektivtrafikens (KT) tjänster och attraktionskraft för att få fler resenärer att byta från bil till KT och därmed en viktig politisk fråga i många länder över hela världen. Den befintliga kopplingen mellan KT-resenärens tillfredsställelse, antalet passagerare och lojalitet visar betydelsen av att förbättra resans övergripande tillfredsställelse. De tre artiklar som ingår i denna licentiatavhandling presenterar en rad tillvägagångssätt och metoder som syftar till att öka den totala tillfredsställelsen med KT i ”från dörr till dörr”-resor samt täcker viktiga frågor som tidigare forskning har misslyckats med att ta itu med. Dessa kunskapsluckor inkluderar de olika behov och prioriteringar som olika typer av resenärer har, utveckling över tid och över geografiska områden som total tillfredsställelse och tillfredsställelse med specifika serviceattribut kan påverkas av samt försummelsen av resans av- och påstigningsdelar. Baserat på den svenska kundtillfredsställelsebarometern Svensk Kollektivtrafikbarometer (SKT) visar en undersökning av bestämningsfaktorerna för KT- tillfredsställelse och deras utveckling över tiden för KT-användare under åren 2001-2013 att (Artikel I): a) det skett en försämring av den sammanlagda tillfredsställelsen med KT i Sverige under de senaste åren som drivits av en minskning av tillfredsställelsen med kundgränssnittet och resans tid; b) att dessa två serviceaspekter samt drift är helt avgörande för övergripande tillfredsställelse och som resenärer konsekvent graderar bland de minst tillfredsställande. Mångfalden av behov och prioriteringar för SKT-resenärer reducerades till 5 distinkta multimodala resenärsgrupper (Artikel II). Dessa resenärsgrupper uppvisade geografiska skillnader och en i mellan-grupper övergripande likhet i vikt som fästs vid serviceattribut. Likväl kan några märkbara skillnader observeras. Serviceattributens betydelse avslöjar övergripande förändringar i uppskattnings- och konsumtionsmål över tid. De mer frekventa KT-användarsegmenten är mer nöjda över hela spektret och kännetecknas av en mer balanserad fördelning av attributens betydelse, medan en av grupperna – bilpendlare på landsbygden - är markant missnöjda med service- och driftattribut. Ett antal både normativa och heuristiska regler för aggregerad tillfredsställelse testas på METPEX-data (A Measurement Tool to determine the quality of the Passenger EXperience) för olika typer av resekonfigurationer (Artikel III). Detta görs för att förstå hur resenärer kombinerar delresors tillfredsställelse i en övergripande utvärdering av hela resan och för att undersöka den relativa betydelsen av tillfredsställelse med påstignings-, huvud- och avstigningsdel för hela reseupplevelsen i ”från dörr till dörr”-resor. Resultaten visar att normativa regler bättre kan återge övergripande resetillfredsställelse än heuristiska regler, vilket tyder på att alla resans delar måste beaktas när man utvärderar den samlade reseupplevelsen. I synnerhet ger viktning av tillfredsställelse med individuella delresor och de upplevda delresornas restider den bästa predikatorn för övergripande resetillfredsställelse, särskilt vid tillämpning av en väntetidsvikt på 3 eller 4 gånger i fordons- eller gångtid. Denna uppsättning artiklar skulle kunna hjälpa myndigheter att bättre utvärdera och tillgodose resenärernas behov genom att stödja tilldelning av resurser och prioriterandet av åtgärder i den mest effektfulla delen i en ”från dörr till dörr”-resa. / El rápido crecimiento urbano, problemas medioambientales, la competencia por el uso de espacios cada vez más limitados, el aumento de la distancia en los viajes pendulares así como la necesidad de fomentar una sociedad más equitativa e igualitaria, son algunas de las principales razones que hacen de la mejora de los servicios de transporte público (TP) y del trasvase de usuarios del transporte privado motorizado al TP una política clave en muchos países del mundo. La relación existente entre la mejora de la satisfacción del usuario de TP con el incremento de usuarios y de su fidelidad, prueban la importancia de mejorar la satisfacción global del usuario con el viaje. Los tres artículos incluidos en esta tesis de mitad de doctorado, en Suecia Licentiate thesis, presentan un variedad de enfoques y métodos que tienen como objetivo incrementar la satisfacción global con los viajes de puerta a puerta (desde el origen hasta el destino final) en los que el transporte público está involucrado, a la par de cubrir cuestiones importantes que no han abordado estudios previos. Estas lagunas de conocimientos incluyen: ignorar las distintas prioridades y necesidades de distintos tipos de viajeros; pasar por alto que tanto la satisfacción global con el viaje como la satisfacción con los atributos específicos del servicio pueden experimentar cambios a lo largo del tiempo y entre diversas zonas geográficas; y, el obviar la importancia que otras etapas del viaje (acceso y egreso), diferentes a la principal, pueden ejercer sobre la valoración global del viaje. Basado en el barómetro sueco de satisfacción del usuario de transporte público (SKT), se estudian los determinantes de la satisfacción con el TP y su evolución temporal, para usuarios de TP y para el período 2001-2013 (Artículo I). El artículo muestra que: a) el deterioro de la satisfacción global con el TP sueco experimentado en los últimos años se debe a la disminución de la satisfacción con el modo en el que la agencia de TP gestiona las quejas y el trato con los usuarios (customer interface), y de la duración del viaje (length of trip time); b) frequencia y la fiabilidad del servicio (operation) se suman a los dos ya mencionados atributos del servicio como factores determinantes de la satisfacción global con el TP. Son precisamente estos tres atributos los que consistentemente reciben unas valoraciones situadas entre las menos satisfactorias.  Basándose en las características de tipo socio-económico, en las del viaje y en coeficientes de accesibilidad, se obtienen cinco grupos de viajeros multimodales relativamente homogéneos, los cuales ayudan a simplificar la complejidad existente, en términos de necesidades y prioridades, de todos los viajeros suecos - SKT (Artículo II). Los cinco grupos de viajeros exhiben disparidades geográficas y, en general, una semejanza entre grupos en la importancia atribuida a los atributos del servicio. Sin embargo, existen algunas diferencias notorias. A lo largo del tiempo, los niveles de importancia de los atributos del servicio revelan cambios generales en las apreciaciones y objetivos de consumo. Los grupos de viajeros que viajan más frecuentemente con transporte público están, de forma generalizada, más satisfechos con el viaje y muestran una distribución más equilibrada de la importancia dada a los atributos del servicio. Se hace destacable la marcada insatisfacción que uno de los grupos – los automovilistas rurales pendulares (rural motorist commuters)- muestran con los atributos relacionados con la operación (fiabilidad y frequencia). Una serie de reglas de agregación de la satisfacción del viajero, tanto normativas como heurísticas, son examinadas en el conjunto de datos de METPEX (Una herramienta de medición para determinar la calidad de la experiencia del viajero) para distintos tipos de configuraciones de viaje (Artículo III). El objetivo de este artículo es; entender como los viajeros combinan la satisfacción con cada una de las etapas del viaje en su valoración global del viaje, e investigar la importancia relativa que cada una de las tres etapas del viaje (acceso, principal y egreso) tienen sobre la experiencia de un viaje completo de puerta a puerta. Los resultados muestran que, en comparación con las reglas heurísticas, las reglas normativas pueden reproducir de una mejor manera la satisfacción global con el viaje; indicando que todas las etapas del viaje necesitan ser consideradas cuando se evalúa la experiencia global del viaje. En particular la ponderación de la satisfacción con cada una de los segmentos del viaje[1] con la duración percibida para cada una de los segmentos del viaje produce el mejor indicador de la satisfacción global del viaje, especialmente cuando se aplica una penalización por cada minuto de espera equivalente a 3 o 4 veces el tiempo en movimiento y/o caminando. Éste conjunto de artículos pretende ayudar a las operadores y autoridades pertinentes a evaluar y proveer de la mejor manera posible las necesidades de los viajeros mediante la priorización de medidas y asignación de recursos a la parte más relevante del viaje multimodal puerta a puerta.  [1] Un segmento del viaje (trip leg) es la parte más pequeña en la que se descompone un viaje de puerta a puerta. Una etapa del viaje puede estar compuesta de uno o más segmentos del viaje. / <p>QC 20170202</p>

Dans une perspective de réalisation du marché unique européen, la libéralisation des différents secteurs d'activités en Europe dont celui des transports au courant des années 1990, entraîne le développement des différents modes et une surcroissance du transport routier avec certes de réels avantages en terme de développement économique, de compétitivité et d'emploi, mais aussi de sérieux inconvénients : congestion des grands axes routiers et augmentation du taux d'émissions de C02. Encourager l'intermodalité et promouvoir le développement des modes alternatifs à la route, rééquilibrer les différents modes de transport, constituent désormais l'une des principales priorités de l'Europe. Sous les auspices du Livre Blanc de 2001 relatif à la politique européenne des transports, les autoroutes de la mer naquirent sous un jour insuffisamment éclairé, et, actuellement, elles essaient de se frayer un véritable chemin. Elles présentent néanmoins des caractéristiques essentielles : considérées à la fois comme des infrastructures et des services de transport, elles constituent des lignes régulières de transport maritime à haute fréquence et à haute qualité de service, assurant des liaisons entre deux ou plusieurs ports d'au moins deux États membres de l'Union Européenne. Issues de la nouvelle politique européenne des transports, elles répondent aux impératifs de décongestion des grands axes routiers saturés, de sécurité routière, de développement durable et de protection de l'environnement, favorisant ainsi le développement et la croissance du marché intérieur. Or, l'absence d'un statut juridique initial applicable aux autoroutes de la mer a de réels impacts sur l'émergence de ce concept, qui évolue en s'adaptant aux nouvelles contraintes, en relevant de nombreux défis. Le bilan actuellement mitigé des autoroutes de la mer en Europe conduit à s'interroger sur les perspectives de leur pérennisation. Dès lors, notre réflexion est orientée vers deux aspects juridiques essentiels. D'une part l'impact réel de l'absence d'un régime juridique initial sur l'émergence des autoroutes de la mer et sur les mécanismes de financement qui l'accompagnent. D'autre part, la détermination d'un cadre juridique favorable au développement des autoroutes de la mer dans une perspective d'assurer leur meilleure intégration dans la chaîne logistique globale, et leur émergence comme véritable alternative durable, crédible et efficace à la route intégrale. / With the prospect to achieve the European single market, liberalization of various sectors in Europe including transport in the 1990s decade, leads to the development of different means of transport and the increase of road transport activities, certainly with real benefits such as economic development, competitiveness and employment; but also serious drawbacks : congestion of highways and increase in C02 emissions. Encouraging intermodality and promote the development of road alternatives, adjusting the balance between means of transport, is considered as one of European Union key priorities. Under the auspices of 2001 White Paper European transport policy, Motorways of the Sea concept were insufficiently informed, and currently, looking for his own way. Nevertheless they do present essential characteristics: both transport infrastructures and services, Shipping line services which are regular, frequent and of good quality , inbound to two or more sea ports to at least two states member of European Union. From the new European transport policy, they meet the requirements : road safety, sustainable development, safe environment, promoting growth in European Union internal market. However, the absence of an initial legal status applicable to the Motorways of the Sea has a real impact on the emergence of this concept, which evolves by adapting to new constraints, raising many challenges. The current mixed picture of Motorways of the Sea in Europe raises questions about the prospects for their sustainability. Our focus is directed towards two key legal aspects. On one hand the real impact of the absence of an initial legal status on the emergence of motorways of the sea and the funding mechanisms that accompany it. On the other hand, the determination of legal framework favourable to the development of Motorways of the sea which will contribute to a better integration into the global Supply Chain and emerge as truly sustainable alternative, credible and effective to the integral road transport.

Submitted by Guilherme Takamine Correia (gtakamine@gmail.com) on 2014-09-17T20:23:35Z No. of bitstreams: 1 Guilherme_Takamine_0830714_FINAL.pdf: 2537049 bytes, checksum: 8b19bdd2ebff97340ff7de1e8792701c (MD5) / Approved for entry into archive by Janete de Oliveira Feitosa (janete.feitosa@fgv.br) on 2014-10-23T19:00:55Z (GMT) No. of bitstreams: 1 Guilherme_Takamine_0830714_FINAL.pdf: 2537049 bytes, checksum: 8b19bdd2ebff97340ff7de1e8792701c (MD5) / Approved for entry into archive by Marcia Bacha (marcia.bacha@fgv.br) on 2014-10-29T17:36:30Z (GMT) No. of bitstreams: 1 Guilherme_Takamine_0830714_FINAL.pdf: 2537049 bytes, checksum: 8b19bdd2ebff97340ff7de1e8792701c (MD5) / Made available in DSpace on 2014-10-29T17:36:58Z (GMT). No. of bitstreams: 1 Guilherme_Takamine_0830714_FINAL.pdf: 2537049 bytes, checksum: 8b19bdd2ebff97340ff7de1e8792701c (MD5) Previous issue date: 2014-04-28 / Por que a maior empresa de cosmético do mundo não entra no canal de vendas da maior empresa de cosméticos do Brasil? O trabalho a seguir tem o objetivo de analisar a L’Oréal Brasil e entender os motivos de ela não atuar no canal de vendas door-to-door, principal canal de vendas da Natura, a maior empresa de cosméticos do Brasil. Com base no método do Estudo do Caso, foram feitas 23 entrevistas tendo como amostra o corpo executivo da L’Oréal Brasil, bem como seu CEO. O estudo abrangeu diversas áreas da organização: marketing, suprimentos, fabricação, recursos humanos, vendas e logística. Com base na teoria da Lógica Dominante, notou-se que apesar de o canal de vendas door-to-door ser atrativo, existem diversas razões estratégicas/crenças que impedem que a L’Oréal entre no canal, são elas: a desconfiança no futuro do canal, a operação logística e o paradigma histórico da L’Oréal. / Why does the largest cosmetics company in the world does not enter the channel of the largest cosmetic company in Brazil? The main objective of this work is to analyse the L'Oréal Brazil’s case and understand its motivations or reasons not to act in the door-to-door channel today dominate by Natura, the largest cosmetic company in Brazil. The method of case study included 23 interviews, among them the executive body of L'Oréal Brazil and its CEO. Several areas of the organization have been studied: marketing, supply chain, manufacturing, human resources, sales, among others. Based on the theory of Dominant Logic, it was noted that despite being attractive the is door-to-door channel, is not a strategic option for L'Oréal due to by: a lack of confidence about the future of the channel-door to-door, the operational logistics and mismatch paradigm of L'Oréal with the channel.