Submitted by Suethene Souza (suethene.souza@ufpe.br) on 2015-03-13T17:37:41Z No. of bitstreams: 2 TESE Carla Calixto da Silva.pdf: 2773889 bytes, checksum: f76bfd3db5f014ffb6ff8e1ff591a598 (MD5) license_rdf: 1232 bytes, checksum: 66e71c371cc565284e70f40736c94386 (MD5) / Made available in DSpace on 2015-03-13T17:37:41Z (GMT). No. of bitstreams: 2 TESE Carla Calixto da Silva.pdf: 2773889 bytes, checksum: f76bfd3db5f014ffb6ff8e1ff591a598 (MD5) license_rdf: 1232 bytes, checksum: 66e71c371cc565284e70f40736c94386 (MD5) Previous issue date: 2014-02-13 / FACEPE / O presente trabalho busca analisar os fluxos de comércio e a dinâmica intrabloco do MERCOSUL, tendo como foco os impactos gerados pela integração e as possíveis consequências desse padrão de comércio para a economia brasileira, dada a entrada efetiva da Venezuela e o crescimento comercial da China com os países do bloco. Para tanto, o mesmo foi dividido em três ensaios. O primeiro ensaio teve como objetivo analisar empiricamente a relevância do modelo da teoria da proteção endógena nas relações comerciais do Brasil com o MERCOSUL, levando em consideração a presença do desvio de comércio em setores específicos no bloco, no período de 1990 a 2011. Os resultados apresentados corroboram com a hipótese da proteção endógena com a presença do desvio de comércio estipulada por Richardson (1993) e com os principais resultados recentemente publicados, no MERCOSUL. No segundo ensaio, buscou-se mensurar os prováveis impactos estáticos do processo de integração por meio da criação e desvio de comércio entre o Brasil e a Venezuela, com a entrada efetiva, ex-ante, deste país no MERCOSUL. Para tanto, utilizou-se do modelo de equilíbrio parcial das elasticidades de Laird e Yeats (1986), no período de 1995 a 2011. A conclusão que se pode chegar com relação às simulações realizadas, com a liberalização total das restrições pelos países membros do MERCOSUL às exportações da Venezuela, é que para os setores estudados, o efeito criação de comércio mostra-se superior ao efeito desvio de comércio, tornando evidente a possível competitividade das exportações do Brasil frente as exportações da Venezuela. O terceiro ensaio, por sua vez, consistiu em estudar os efeitos da concorrência de produtos chineses para os produtos manufaturados brasileiros no mercado dos países do MERCOSUL. Especificadamente, são apresentados quais os produtos em que a concorrência da China se mostra mais intensiva nesse mercado. Com o objetivo de realizar essa análise, utilizou-se o método do Constant-Market-Share, no período de 1995 a 2011. Esse método permite não apenas avaliar o valor das perdas (ou ganhos) brasileiras nesse mercado, mas também a parte das perdas, quando acontecem, que podem ser atribuídas efetivamente à concorrência dos manufaturados da China, derivando os efeitos em efeito-produto, efeito-mercado e efeito-competitividade. A análise realizada permitiu concluir que a concorrência entre Brasil e China é real dentro do MERCOSUL, e mostra-se mais expressiva no setor de Fabricação de bens classificados por material e artigos fabricados diversos. Nestes mercados em especial, os ganhos chineses foram acompanhados na maioria das vezes por perdas de competitividade por parte do Brasil. Pode-se inferir que grande parte das perdas do Brasil dentro do MERCOSUL é devida aos ganhos de participação da China. Os ensaios em conjunto trazem resultados que sugerem a necessidade de pesquisas que aprofundem os condicionantes/determinantes fundamentais da política comercial dentro do MERCOSUL. Assim como, o uso destas pesquisas para a intervenção governamental com políticas comerciais que: a) quebrem o círculo vicioso de proteção-lobby-proteção em setores específicos; b) redução da burocracia nas operações comerciais e assimetrias entre os países pertencentes ao bloco; e, c) regras mais específica para intervir na entrada de produtos manufaturados da China, isto é, coordenação de políticas comerciais e econômicas intra-bloco.

Submitted by (edna.saturno@ufrpe.br) on 2016-05-31T15:53:36Z No. of bitstreams: 1 Julio Rodrigues.pdf: 1183326 bytes, checksum: 70b4b318f477edda2c542daab8eace41 (MD5) / Made available in DSpace on 2016-05-31T15:53:36Z (GMT). No. of bitstreams: 1 Julio Rodrigues.pdf: 1183326 bytes, checksum: 70b4b318f477edda2c542daab8eace41 (MD5) Previous issue date: 2012-02-24 / Over the last few years, Brazil has increased its market share on the international market of fruits. Despite this increase, it remains insignificant considering the country's productive capacity. The objective of this study is to analyze the competitiveness of the Brazilian fruit exports to the European market, therefore identifying the important factors that have influenced these exports. The data used for such purpose were selected from the crops of mango, grapes, papaya and melon. To perform the analysis it was applied the following models, namely (i) Constant-Market Share (CMS) from 1990 to 2009 and (ii) the revealed Comparative Advantage-(VCR) for the period 2000 to 2009, and finally we applied surveys on three enterprise to test the results obtained from the models. The results from the VCR have shown that, in the Brazilian case, VCR> 1 which means that the country has generated surpluses in the cases analyzed here. The European Union (EU) is the largest importer of Brazilian fruits and some imports exceed 90%. The results obtained from the CMS model has shown that there was an increase for the sub-period (1990/91/92) and sub-period (1999/00/01). The last sub-period (2007/08 / 09) there was a decline due to reduced demand from the import market. The decrease in demand was driven by the 2008 crisis in the euro zone. Another factor that affected the Brazilian fruit’s exportation was the devaluation of foreign currencies, e.g., dollar and euro, given that the contracts between Brazilian exporters and European importers are signed in these currencies. Besides these variables, the precariousness of the national highways and ports has influenced negatively the competitiveness of Brazilian exportation sector. Despite these costs, given the high quality of the fruits produced, Brazil still competitive in the exportation of melon, grape and mango. / Ao longo dos últimos anos o Brasil vem elevando a sua participação no mercado externo de frutas, apesar deste aumento na participação ela continua sendo insignificante considerando a capacidade produtiva do país. O objetivo do presente trabalho é de analisar a competitividade das exportações brasileiras de frutas para o mercado europeu, identificando assim, os importantes fatores que tem influenciado nessas exportações. Os dados para realizar esse trabalho foram selecionados das culturas manga, uva, mamão e melão. E aplicado os modelos Constant Market Share- (CMS) no período de 1990 a 2009, e, Vantagem Comparativa Revelada- (VCR) no período de 2000 a 2009, dada indisponibilidade de informações, por ultimo foram aplicados questionários em três empresas produtoras e exportadoras de frutas localizadas na região Nordeste do Brasil, com a finalidade de melhor interpretar as informações obtidas os modelos aplicados. O resultado do modelo da VCR mostra que o Brasil apresenta a VCR>1 na produção das frutas selecionadas e por isso, o país gerou excedentes para exportação em todas as frutas analisadas. O bloco da União Européia é o maior importador de frutas brasileiras e em algumas delas as importações deste bloco ultrapassam 90%. Os resultados obtidos através do modelo CMS, mostram que todas as frutas analisadas apresentaram crescimento no primeiro sub-período (1990/91/92) e segundo sub-período (1999/00/01) e no ultimo sub-período (2007/08/09) apresentaram a queda em função da redução da demanda por parte do mercado importador, essa diminuição da demanda foi impulsionada pela crise de 2008 na zona do euro. Outro fator que afetou as exportações de frutas brasileiras foi à desvalorização das moedas estrangeiras como dólar e euros em relação ao real, uma vez que os contratos entre os exportadores brasileiros e importadores europeus são firmados nessas moedas. Além desses, outro fator que também influenciou de forma negativa a competitividade das exportações de frutas brasileira foram os custos gerados pela precariedade das rodovias nacionais e dos portos. Mesmo com todos esses custos, o país ainda se mostra competitivo nas exportações do melão, uva e manga em função da qualidade das frutas produzidas. É valido ressaltar que esta qualidade de frutas se deve ao atendimento pelos produtores das exigências do mercado internacional.

A strategy analysis of former development and present strategic position of ČEZ, a.s. is made in this diploma thesis. There were used such analysis as PEST, Porter's 5F model, 4C, SWOT and internal analysis. On the basis of my analysis I formulate conclusion.

Diante de um cenário automobilístico que consiste em uma busca incessante por reduções de custos e de tempo para um projeto a importância da simulação digital se destaca de forma contundente pois permite a antecipação de problemas bem como implementação de ações para resolvê-los ainda durante a fase digital, o que remete a uma redução de custos e de tempo. Um dos principais objetivos das montadoras a cada lançamento de um novo veículo é a manutenção e incremento das vendas, não levando em conta somente a divisão de mercado que cada montadora possui, mas também a quantidade real de carros que cada montadora vende. Com o cenário competitivo e a necessidade de aumentar o número de carros vendidos, faz-se necessário o desenvolvimento de novas tecnologias para redução de tempo e de custos necessários para realizar um lançamento de um veículo. Uma técnica rotineiramente utilizada dentre as montadoras é de produzir em um país um veículo que já é produzido em outro país, porém para que isso ocorra com sucesso, faz-se necessário um estudo mercadológico para identificação de possíveis modificações necessárias para atender não somente a legislação vigente do País, mas também as necessidades desse novo mercado. Para conseguir programar essas modificações necessárias nos produtos e garantir um lançamento mais enxuto tanto em tempo como em custos, o uso de ferramentas computacionais passa a ser cada vez mais utilizados. O objetivo do presente trabalho é a verificação dos resultados na prática da utilização da metodologia de simulação digital não mais focada no desenvolvimento do processo e sim no desenvolvimento de uma adaptação necessária ao veículo, porém sem perder a sinergia com o processo já desenvolvido e implantado em outra planta do grupo. Foram obtidas significativas reduções de tempo e de custos devido à utilização desta metodologia, e com os resultados obtidos é possível auxiliar no planejamento da modernização de um veículo já existente, buscando-se alternativas para diminuição do tempo de lançamento, bem como no estudo de diversas possibilidades de produto para minimizar os impactos financeiros no desenvolvimento posteriormente do processo. Para o teste computacional, foram utilizados os softwares comerciais de simulação Catia e Process Designer. Este estudo delimita-se a aplicação do conceito de simulação digital na implementação de um projeto na unidade de Taubaté, cidade do Estado de São Paulo. / One of the automakers main goals in each new vehicle launching is to keep and increase sales, always focused not only in the market share, but also increasing the number of vehicles sales. In addition to this situation, there is also a more competitive market, with more automakers offering more variety and modern cars, with these challenges the automakers need to develop a new manner to reduce the vehicle launch timing and costs. A method already used among the automakers is to produce in such country a vehicle that is already assembled in another country, but to succeed it is required a marketing analysis to identify possible required modifications to accomplish with not only legal aspects but also the needs of the new market. In order to execute those product modifications and guarantee a leaner launch regarding timing and costs, the automakers start using computational tools to achieve this goal. The present study has the objective to share the results of using digital simulation methodology, when used to make the vehicle improvements to sell these cars on the domestic market, focused in product engineering, keeping the synergy with the process already developed and installed in any other country. It was achieved relevant results regarding development time and cost reduction with this methodology. To the computational tests, it was used the softwares catia and process designer. The obtained results may be used to better plan the modernization of an existing vehicle, seeking for alternatives to reduce the launch timing, as well checking the different product possibilities to minimize financial development impacts after the launch process.

This thesis analyzes the current transport situation of Arlanda Airport and the two main cities that Arlanda is located between, Stockholm and Uppsala. The purpose of the thesis is to study the efficiency of the different transport alternatives and also to relate it with their current market shares. Besides, in order to do a deeper analysis of Arlanda Airport connectivity some of the busiest airports transport links have been analyzed in terms of availability of different transport alternatives, distance to the city centers and market shares. Because of the high number of cars that currently go to Arlanda, there is a need to reduce the emissions of carbon dioxide. To this end, a prediction of the demand in ten years has been carried out to see what improvements have to be done to make Arlanda a more environmentally friendly airport. The methodology used in order to forecast the demand has been based on a survey conducted at a single point to regular users of the public transportation system. The improvement of the connectivity of Arlanda Airport via public transport alternatives will not only affect the distribution of the current market shares, but also represents a key strategy for pursuing Arlanda’s leadership in achieving environmental goals.

The utilization of total quality management (TQM) is advocated by some experts, as a partial remedy to the ills of the healthcare industry. However, some healthcare administrators are not yet sold on TQM. Some healthcare administrators still question the impact of TQM on the operational, financial and strategic health of their institutions. They consider the investment in TQM as unjustifiable because the return on such investment in their mind is questionable. This study illustrates how the constant market share model can be utilized to show the competitive benefits of TQM. Based on the results of this study, it is concluded that the fears of some healthcare administrators are unfounded. Not only that TQM does not compromise organizational effectiveness, but it actually improves it, as it contributes to increasing market share.

Some corporate leaders lack knowledge of CSR strategies to improve corporate financial performance. Businesses increase their profit margins when the business leaders integrate social and environmental management into core business processes. Grounded in stakeholder theory, this multicase study involved an exploration of corporate social responsibility factors that contributory to improving market share and financial performance. One-on-one interviews took place, and corporate leaders of 3 Native American owned companies that have implemented successful CSR strategies to improve market share and financial performance within the Midwestern area of the United States, including Kansas, Missouri, and Oklahoma. Data triangulation involved the use of field observations, organizational background information, and review of archival records. Modified van Kaam method was instrumental to identifying the variation of potential structural meanings embedded within textural implications as well as to expose core themes and contexts that contribute to the apparent presence of the phenomenon. Some themes that emerged from this study included corporate social responsibility strategies, core value and views, and indications. These themes developed through efforts to identify the CSR strategies and outcomes of Native-owned gaming operations. Identifying successful CSR strategies encourages more companies to participate in socially responsible initiatives. Illustrating successful CSR efforts within Native gaming operations can transform business practices, enhance social performance, and generate positive social change in communities through transforming local Native American communities into vibrant cohesive societies for families to thrive in.

This dissertation looks at the relationship between airport size (e.g. small, medium, large) and air service continuity and operational performance. It consists of three studies, each written in journal format. The first study analyzes the markets served pre- and post-recession while focusing on the operational strategies adopted by the top Major Carriers and Low-Cost Carriers (LCCs) in the United States. Findings show that LCCs have outpaced major carriers in terms of expanding their network and the number of markets served. During the same time, major carriers have gained a greater flight share in the markets they already serve. Post-recession, LCCs have shown preference to competing with major carriers over other LCCs. The second study investigates the declining service levels at small airports compared to large-hub airports, which continue to benefit from higher levels of service and increased airline presence. Using a fixed-effects conditional logistic regression, this study looked at factors contributing to service loss in region-to-region markets serving small communities between 2007 and 2013. Results show that 1) markets affected by a merger are indeed at a higher risk of losing service; 2) markets that are operated by a fuel-intensive, small-aircraft fleet have a higher chance to be discontinued and 3) an increased number of competitors greatly reduces potential market service loss. The third and final study proposes a new methodology to calculate original delay and propagated delays using combined aviation operational datasets that provide detailed flight information and causal factors behind delays. In addition to calculating original and propagated delay for the month of July of 2018, this study differentiated between original delays that occur during the turnaround phase, taxiing phase and en-route and incorporates causal factor information to identify the true source behind propagated delay. Two fixed-effects linear regression models were introduced that predict Total Propagated Delay and the share of propagated delay given an airport's ability to absorb upstream delay during the turnaround phase. Results show that most delay propagation chains originate at large-hub airports and are mostly concentrated at airports within the same geographical area. However, delays originating at large-hub airports were found to be the quickest to recover (i.e. least number of downstream flight legs affected) and large-hub airports have a higher ability to absorb delay at the turnaround phase compared to smaller airports given the significantly higher schedule buffer time airlines plan at large-hub airports. / Doctor of Philosophy / The changing nature of the air service industry is dependent on several key factors, including but not limited to the major and low-cost airlines, the frequency of service at different sized-airports and the operational performance of the airports in the system. Each airport can be classified by size based on the annual number of enplanements. This dissertation looks at the relationship between airport size (e.g. small, medium, large), service continuity and operational performance. It consists of three studies, each written in journal format. Over the past two decades, the U.S. air transportation network witnessed several economic downturns forcing airlines to shift their operational strategies, cease service or merge with an airline counterpart. The first study analyzes routes served before and after the recession by exploring the presence of major and low-cost carriers in these markets to understand how several economic downturns have influenced the operating strategy of airlines in the US. While Low-cost carriers focused on expanding their network and offering service in an increased number of new routes, major carriers increased their presence in the markets in which they already serve. Furthermore, after the recession, low-cost carriers chose to increasingly compete with major carriers over their low-cost counterparts. The second study explored the factors that can potentially contribute to the loss of service in routes serving small communities. While airlines continue to compete on the most profitable routes, small airports recently suffered from reduced service levels and in some instance service discontinuity. Results show that 1) routes that were once served by two airlines that merged are at a higher risk of losing service; 2) routes that are operated by a fuel-intensive small aircraft fleet have a higher chance to be discontinued and 3) an increased presence of airlines competing in a route greatly reduces potential service loss. In addition to evaluating service continuity, the third and final study looks at flight delays across the US and dives into the effect of airport size on propagated delay. Delays on a flight can be caused by inefficiencies and capacity restrictions at airports and may also be the result of delay that happen earlier in the day and that propagates to multiple flights downstream that share the same resources. That is, a delay can affect multiple flights whenever these flights are all operated by the same aircraft equipment. Costing the air transportation network billions of dollars annually, the third study examines the original and propagated delays at US airports by collecting data from multiple sources to incorporate the original source and cause of delay. Results show that most delay originates at large-hub airports and are mostly concentrated at airports within the same geographical area. However, delays originating at large-hub airports were found to be the quickest to recover and large-hub airports have a higher ability to absorb delay at the turn compared to smaller airports as airlines allocate additional minutes of schedule padding at large-hub airports.

The objective of this study is to determine Virginia dairy producers’ competitiveness in an industry that is experiencing changing policy and marketing conditions. The competitiveness of Virginia dairy producers is examined in a National Dairy Model that compares both producers’ cost of production across market areas and spatial relationships among producers and consumers. The National Dairy Model (NDM) is a mathematical programming model that minimizes the total costs of producing milk and the assembly costs of shipping dairy products to the final consumer. A state's cost of production in the NDM is determined with a translog cost function. The cost functions are estimated with data collected in the 1989 and 1993 dairy versions of the Farm Costs and Returns Survey (FCRS). The supply and demand information in the NDM is annual data for 1994. Transportation costs are determined with current hauling rates and actual mileage between supply and demand points. Once the costs of production and spatial components of the NDM are formulated, the NDM is solved using the General Algebraic Modeling System (GAMS). The NDM is evaluated under the guidelines of several different scenarios. For example, some alternative marketing scenarios that provide important information about the future of the dairy industry are (1) simulations where the hauling rates are varied, (2) scenarios in which the U.S. becomes a major participant in the export market, and (3) situations where the marketing environment leads to increasing costs of production. Another alternative scenario involves only the spatial dimension of the NDM. Given the current marketing conditions in the dairy industry, the results of the NDM indicate that Virginia dairy producers are competitive in a marketing environment where the location of milk production is determined by a producer's costs of production and location advantages. Using Virginia's translog cost function, the cost per cwt. at the mean of the FCRS production data is $10.60. The cost estimate applies to Virginia's representative dairy farm where the average herd size is 91 cows and annual production per cow is 14,160 pounds. With these estimates and the fact that Virginia producers are near large population centers, the results of the NDM show that Virginia dairy farms are competitive in a deregulated market. / Ph. D.

This study analyzes the market share of the top 10 home builders in nine Metropolitan Statistical Areas, along with fourteen other independent variables, to find a statistical relationship with median home sales price. Through a stepwise regression of the independent variables it is determined that there is no correlation between median home sale price and market share of the top 10 home builders. In the stepwise regression two variables are found to be correlated to median homes sales price: Owner Occupancy Percentage and Residential Construction Wages, a data point compiled for this study. A linear regression is run between market share of the top 10 and median home sale price and no correlation is found. / Master of Science