La presente tesis está compuesta por 5 capítulos los cuales serán desarrollados líneas abajo. En modo de resumen, el primer capítulo consta del marco teórico, el cual tiene dos apartados. El primero de ellos, los antecedentes que suman un total de 8 tesis entre nacionales e internacionales. Las mismas que nos servirán de ayuda para contextualizar el presente estudio. En segundo lugar, las bases teóricas que constan de libros que ayudaran a poder entender ciertos conceptos e ideas que están mencionados en el estudio realizado. El segundo capítulo, menciona la situación problemática en base a noticias del sector a estudiar, abarca desde el problema inicial hasta los objetivos específicos. El tercer capítulo hace mención de la metodología de trabajo que incluye el tipo de investigación, diseño de la investigación y la operalizaciòn de las variables. En este capítulo se darán a conocer cuáles son las variables dependientes e independientes que pudimos identificar. El proceso de muestreo será también considerado en este capítulo, en donde se ha optado por colocarlo por número de partida y así realizar un análisis especifico. En el capítulo 4, se realizará el desarrollo y aplicación, en el mismo se explicarán las etapas de aplicación de las encuestas. Por último, en el capítulo 5 se explicarán los resultados obtenidos. Luego de analizar cada uno de estos capítulos, se podrán dar las conclusiones y recomendaciones. Cada uno de los resultados obtenidos en el análisis, nos permitirá identificar si existe o no una influencia en el proceso logístico entre el uso del puerto del Callao y el puerto de Matarani para las importadoras de Lubricantes que comercializan a empresas mineras en la región sur. / This thesis is composed of 5 chapters which will be developed below. In summary mode, the first chapter consists of the theoretical framework, which has two sections. The first of them, the background that total a total of 8 theses between national and international. The same ones that will help us to contextualize the present study. Second, the theoretical bases that consist of books that help to understand certain concepts and ideas that are mentioned in the study. The second chapter mentions the problematic situation based on news from the sector studied, ranging from the initial problem to the specific objectives. The third chapter refers to the work methodology that includes the type of research, research design, Operalization of the variables. In this chapter it will be announced which are the dependent and independent variables. The sampling process will also be considered in this chapter, where we have chosen to place it by the starting number and thus carry out a specific analysis. In chapter 4, the development and application will be carried out, in which the stages of application of the surveys will be explained. Finally, chapter 5 will explain the results obtained. After analyzing each of these chapters, conclusions and recommendations can be given. Each of the results obtained in the analysis will allow us to identify whether or not there is an influence on the logistic process between the use of the port of Callao and the port of Matarani for Lubricant importers that sell to mining companies in the southern region. / Tesis

Many smaller ports in Cornwall and Devon (CAD) are situated in environmentally sensitive habitats and generate benefits for stakeholders and local communities. Such ports are often embedded in tourist based economies. Increasing environmental legislation is placing a strain on the resources of smaller ports making compliance a threat to profitability and thus the future of some ports and local economies. Over-reliance on environmental management systems (EMS) across the ports industry has predominated over the importance of holistic sustainability. This project develops and disseminates a port sustainability management system (PSMS) in CAD, assisting ports to plan marine and maritime operations more sustainably, to facilitate mitigation of potential risks, to increase knowledge and awareness of port sustainability, and to promote the adoption of a proactive stance towards sustainable port management. A constructivist philosophy suited a multiple methods research design which included ethnographic content analysis (ECA), statistical verification of qualitative coding, nine scoping interviews, and eight semi-structured interviews during the main phase of data collection. The seven Harbour Masters (HMs) in this phase represented all port governance types found in the UK. Charmaz’s grounded theory (GT) methodology guided the collection and analysis of primary data between August 2012 and February 2013 to create new theory using an inductive constructivist approach. Validation by fifteen of the thirty local HMs during industry testing revealed numerous advantages and benefits of deploying PSMS which is estimated to generate £50,000 worth of benefits per port annually, and £3,865,005 for the 15 participating ports over 5 years. A new model of smaller port sustainability has emerged. PSMS has eleven pillars of sustainability which underpin the spectrum of port operations. Within this model, each pillar is equally important in contributing to the overall sustainability of a port, and neglect of one could jeopardise sustainability overall and potentially cause a chain reaction with other pillars.

This study researches the past, present and future role of ports, specifically the Ports of Tampa and Hamburg linked to their cities. It examines the legal structures of port authorities which play a major role in their economic priorities and impact their cities’ social, environmental and cultural quality of life. From a humanistic perspective, one can look at a port as a place or space. By animating ports, they may provide “ fields of care” over time, and a home with character for the region’s residents. In this case, their success needs to transcend economics, adding qualitative attributes to the region, such as clean air, water, good working conditions, adequate housing, public transportation, recreational provisions, public waterfront access and more. The Port of Tampa’s corporate style and largely state controlled management team prioritized diversification. As a result, the port essentially remained a feeder port. It depends on shipping phosphate (a non renewable resource), fertilizer, scrap metal, petroleum and other general cargo commodities. The port serves main (hub) and container ports which are more lucrative and environmentally less challenging. The Port of Hamburg, on the other hand, controlled by an elected local Senate, became a container hub port early on, and planned its future accordingly. Tampa’s traditional housing around the port was dissected; shopping, service and recreational areas around Tampa’s city core deteriorated, when Interstates 275, 4 and the Cross Town Expressway were constructed. Suburbs in rural areas were developed with little regard for public transportation infrastructure, recreation facilities, and pedestrian and bike paths. Most of Tampa’s waterfront, owned by its Port Authority, is leased out and fenced off to the public access. Redeveloped expensive and mostly empty downtown gentrified residences face parking garages, oil tanks, phosphate stags and scrap yards. Much of Harbor Island, close to downtown, is gated and gentrified. The Port of Hamburg, in contrast to the Port of Tampa, redeveloped an uninhabited warehouse region of its Port, named it Hafen City, thereby adding 40 percent to the core of the city. This cohesive theme is in the process of providing jobs, housing, public waterfront access, shopping, green spaces, museums a concert hall, a theater and more. Light-rail, subways trams, buses, pedestrian and bike paths link the Hafen City to the traditional city center. Hamburg’s waterfront remains open to the public by law. A comparison of both port cities shows that the Port of Tampa’s largely state controlled corporate style management team prioritizes short term economic results over an extended future planning at the expense of the region’s social, cultural and environmental climate. The Port of Hamburg’s management team, installed by the locally elected Senate, promotes the City’s economic, social, cultural and environmental quality. The above findings, suggest that developments of ports and their cities under democratically elected governments may produce various qualitative outcomes depending on the demand and supply curve of their residents’ input.

Submitted by Fabricia Fialho Reginato (fabriciar) on 2015-07-22T23:50:35Z No. of bitstreams: 1 MuriloBranco.pdf: 2785891 bytes, checksum: 808d727beaff6095c734eadf6ea4f59a (MD5) / Made available in DSpace on 2015-07-22T23:50:35Z (GMT). No. of bitstreams: 1 MuriloBranco.pdf: 2785891 bytes, checksum: 808d727beaff6095c734eadf6ea4f59a (MD5) Previous issue date: 2013-03 / Tecon Rio Grande / São crescentes os estudos voltados para o desenvolvimento de estratégias de integração e orientação à cadeia de suprimentos. Porém, a especificidade de cada cadeia exige que estudos sejam delineados conforme as características de cada indústria. Este trabalho pretende apresentar um modelo que auxilie na gestão de relacionamentos estratégicos de um terminal de containers, com base em conceitos relacionados a orientação à cadeia de suprimentos. O modelo é originado a partir da extensão do modelo de integração proposto por Lambert et al. (1998) e do modelo de mensuração da integração dos terminais portuários, desenvolvido por Song e Panayides (2007) e Panayides e Song (2008). Nesta proposta, são delimitados 3 diferentes níveis de relacionamento estratégico: monitoramento, mediação e criação de soluções, desenvolvidos a partir da inteligência de mercado que baliza os relacionamentos chave dimensionados pela estratégia do terminal portuário. O presente estudo propõe a aplicação do modelo desenvolvido no Tecon Rio Grande, terminal de containers do Porto de Rio Grande, a partir de duas etapas de pesquisa. A primeira etapa é uma pesquisa quantitativa e serviu para dimensionar a aderência entre a estratégia de orientação à cadeia da organização com relação aos seus relacionamentos chave, identificando possíveis discrepâncias. Nesta primeira etapa é apresentado o mapa de orientação ao relacionamento estratégico, ferramenta fundamental para análise. A segunda etapa trata-se de uma pesquisa qualitativa realizada para identificar os motivos das distorções apontadas pelos usuários chave da cadeia. Os resultados empíricos encontrados nas duas etapas da pesquisa demonstram que o modelo estendido apresentado alcança seu objetivo de identificar a OCS percebida e as variações aos diferentes níveis de relacionamento estrtégico, resultando como ferramenta para gestão de relacionamentos chave de terminais portuários. / There are increasing studies focused on the development of integration strategies and guidance to the supply chain. However, the specificity of each chain requires studies delineated according to the characteristics of each industry. This work intends to present a model that assists in managing strategic relationships of a container terminal, based on concepts related to supply chain orientation. The model is derived from the extent of the integration model proposed by Lambert et al. (1998) and the measurement model of the integration of port terminals, developed by Song and Panayides (2007) and Panayides and Song (2008). At this model are defined three different levels of strategic relationships: monitoring, mediation and creating solutions developed from market intelligence and targeted to key relationships scaled by the strategy of the port terminal. This study proposes to apply the model developed in Tecon Rio Grande, container terminal at the Port of Rio Grande, from two stages of research. The first step is a quantitative research and served to scale the adhesion between the chain orientation strategies of the organization with respect to their key relationships, identifying possible discrepancies. In this first step is also presented the map of the strategic relationship orientation, a fundamental tool for analysis. The second stage it is a qualitative research conducted to identify the reasons for the distortions noted by the chain members. Empirical results demonstrate that the extended model presented can be used as a tool for management of key relationships.