O mercado de transporte individual de passageiros (TIP), como o conhecemos hoje, feito por taxistas, existe há mais de cem anos ao redor do mundo. Desde a invenção do taxímetro no início do século passado, quando o nome "taxi" apareceu pela primeira vez, esta indústria sofreu modificações como regulamentações, redução no número de frotas e criação de associações de rádio táxi. Aqueles que tentaram competir diretamente com motoristas de táxi foram eliminados do mercado. Com a recente proliferação de smartphones e aplicativos de celular, novas empresas estão entrando neste setor, trazendo grandes mudanças para esse mercado. O presente estudo tem como objetivo compreender como ocorreu essa transformação de mercado no período de abril de 2012 a abril de 2017, através de um estudo multimétodo, envolvendo dados qualitativos e quantitativos. As seguintes técnicas de coleta de dados foram utilizadas entre 2016 e 2017 em duas cidades brasileiras – São Paulo e Porto Alegre: (1) Observação participante em uma audiência pública, (2) entrevistas em profundidade e (3) coleta de artigos de jornal. Além disso, teve-se acesso (4) a gravações e transcrições das audiências públicas realizadas em São Paulo; e (5) uma palestra do gerente geral da empresa Uber no Brasil. Este estudo contribui para as teorias sobre a evolução do mercado através da detecção de três fases distintas de transformação do mercado: Preparação de Mercado, Abertura de Mercado e Expansão de Mercado. A primeira fase ainda não foi abordada pela literatura e pode ser caracterizada como uma fase de melhorias no mercado, onde empresas facilitadoras começam a atuar usando novas tecnologias e são apresentadas pela mídia aos usuários. A segunda fase é marcada pela entrada de uma empresa concorrente inovadora no setor e por discussões sobre clandestinidade e regulamentação. Nesta fase, surgem conflitos entre os tradicionais prestadores do serviço no setor e os novos entrantes. Esses conflitos podem envolver violência física. Já na terceira fase, o tema regulamentação, em menor grau, permanece em evidência e surgem novos concorrentes diretos, expandindo o mercado. Além dessas três fases, este estudo explica a trajetória de mudança radical do mercado, os gatilhos que permitem a evolução de uma fase para outra e os papéis dos vários stakeholders envolvidos nesta transformação. Foram encontrados seis tipos de gatilhos que, combinados, contribuíram para a evolução desse mercado: fatores tecnológicos, sociais, políticos, econômicos, demanda do mercado não atendida e força da marca. / For more than a hundred years, taxi drivers have comprised the market for individual passenger transport (IPT) around the world. Since the invention of the taximeter at the beginning of the last century, when the name “taxi” first appeared, this industry underwent modifications such as regulations, fleet reduction, and creation of radio taxis associations. Those who tried to compete direct with taxi drivers were eliminated from the market. With the recent proliferation of smartphones and mobile applications, new companies are entering this sector, bringing great changes to this market. This study attempts to understand this market transformation. A multi-method research, involving qualitative and quantitative data, was undertaken to understand how the transformation of the individual passenger transport market occurred in the period from April 2012 to April 2017. The following data collection techniques were used between 2016 and 2017 in two Brazilian cities – São Paulo and Porto Alegre: (1) Participant observation at a public hearing, (2) in-depth interviews, and (3) collection of newspaper articles. In addition, the researcher had access (4) to recordings and transcripts of public hearings held in São Paulo; and (5) a lecture by the general manager of Uber in Brazil. This study contributes to theories on market evolution by detecting three distinct phases of market transformation: Market Preparedness, Conflicting Market Openness, and Market Expansion. The first phase was not address by the literature and can be characterized as a phase where facilitating companies begin to act using new technologies and are presented by the media to users. The second phase is characterized by the entry of an innovative competitor in the sector and by discussions about clandestine and regulation. At this stage, there are conflicts between traditional service providers in the sector and new entrants. These conflicts may involve physical violence. Already in the third phase, the regulatory issue, to a lesser degree, remains in evidence and new direct competitors appear, expanding the market. Besides these three phases, this study explains the path of radical market change, the triggers that allow the evolution from one phase to another and the roles of the various stakeholders involved in this transformation. Six types of triggers were found that combined contributed to the evolution of this market: technological, social, political, economic factors, unmet market demand and brand strength.

Submitted by Maike Costa (maiksebas@gmail.com) on 2016-04-25T12:34:05Z No. of bitstreams: 1 arquivo total.pdf: 4349364 bytes, checksum: 9b939db3d884b7753a38ff0fdc4a8ab7 (MD5) / Made available in DSpace on 2016-04-25T12:34:05Z (GMT). No. of bitstreams: 1 arquivo total.pdf: 4349364 bytes, checksum: 9b939db3d884b7753a38ff0fdc4a8ab7 (MD5) Previous issue date: 2015-08-31 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / closely related to the operational complexity of the market requirements. In this scenario, measure and control the logistic costs represent a source for competitive advantage and cost reductions. The company studied in this work is part of the passenger transport sector and, although it is subsidized, it still requires operational and financial improvements to ensure its operational sustainability. To this end, it was decided to measure the costs based on the logistics perspective. In this way, a literature review was performed to identify the main factors that imply in logistic costs. The methods RKW and ABC were used to compute these costs, generating data coherent to the main objective, and tailoring its steps according to the company characteristics. Finally, it was verified that the logistic costs in the studied company represents 36,5% of total costs. Although the literature points out that logistic costs usually represent 10% of total costs, the obtained value is compatible, once the company is a service provider, and large portion of (labor) costs are related to the implementation of logistic activities. Conceptually, the methods applied were compatible with the primary objective of the study, allowing the identification and measurement of the logistic costs. The achievement of this objective simplify the activity of cost control, allowing better targeting the actions to reduce them. / A logística tem assumido uma posição de destaque no mercado. Essa importância está intimamente ligada à complexidade das operações frente aos requisitos de mercado. Diante deste cenário, mensurar e acompanhar os custos de natureza logística tem se mostrado fonte de vantagem competitiva e de redução de custos. A empresa estudada neste trabalho está inserida no setor de transporte de passageiros e embora seja subsidiada vem apresentando necessidades de melhorias operacionais e financeiras, no intuito de garantir a sustentabilidade das operações. Por este motivo definiu-se como objetivo mensurar os custos sob a perspectiva dos custos logísticos, no intuito de identificá-los. Para tanto, efetuou-se uma pesquisa bibliográfica para rastrear os fatores geradores dos custos logísticos. Para o cálculo deste tipo de custo, utilizou-se a união de dois métodos de custeio, RKW e ABC, para promover a obtenção de dados coerente ao objetivo principal, adequando as etapas de sua implementação às características da empresa. Ao final, verificou-se que o custo logístico da companhia representou 36,5% dos custos totais. Embora a literatura indique que os custos logísticos normalmente representem 10% dos custos totais, o valor se mostrou compatível uma vez que a CBTU/JP é uma prestadora de serviço e a grande parcela de custos da empresa (custos de mão de obra) estão relacionados à execução das atividades logísticas. Em termos conceituais verificou-se compatibilidade dos métodos utilizados com o objetivo principal do trabalho, de mensurar os custos logísticos permitindo sua identificação. O atendimento deste objetivo facilita a atividade de controle dos custos e permite um melhor direcionamento das ações para sua redução.

Thesis (MTech (Information Technology))--Cape Peninsula University of Technology, 2011. / For almost three decades practitioners, academics, consultants, and research organisations have identified 'attaining alignment between IT and business' (Luttman & Kempaiah, 2007), as a pervasive problem. Despite the wide acceptance of the term "strategic alignment", there was no consensus on how to achieve alignment. The research philosophy was of an interpretive study and an inductive research approach was used. The research strategy was by means of a case study, namely PRASA Western Cape, a business unit of Passenger Rail Agency of South Africa (PRASA). The time horizon for this research was cross sectional. For the data collection a semi-structured interview, supported by secondary data from the business plan and annual report, was used. The research problem was "PRASA has dysfunctional and fragmented institutional arrangements, resulting in misalignment between business and IT". The primary research question to address this problem was "How can PRASA manage strategic alignment between business and IT?" The aim of this research was to understand why the misalignment between business and IT strategies exists at PRASA. A further aim was to propose a guideline to manage alignment between business and IT strategies with the intention of overcoming the fragmented and dysfunctional institutional arrangements. To address resolving the research problem three theoretical models were used. The strategic alignment model was used to ascertain the strategic perspective of PRASA as well as to identify the external strategic fit and internal functional integration of an organisation. The second model used was the strategic alignment maturity model. This model was used to identify the alignment maturity of the business/IT strategies. The final model used was the balanced scorecard. Alignment is one of the best practices recommended by the balanced scorecard, and it recommends aligning all to the strategy of the company. The reason for using the balanced scorecard was that the company currently uses this tool to manage performance. The research finding concluded that PRASA had the strategic execution alignment perspective - business strategy dictates the IT strategy. The overall strategic alignment maturity of the organisation was found to be in initial process. The balanced scorecard methodology was known by all, yet few knew what the performance measures for the organisation was for the year. The triangulated conclusion was that strategic alignment between business and IT was a problem at PRASA. The recommendation was that the organisation conducts three surveys firstly to identify its strategic choice, secondly to identify the strategic alignment maturity and lastly to do a balanced scorecard best practice survey.

O mercado de transporte individual de passageiros (TIP), como o conhecemos hoje, feito por taxistas, existe há mais de cem anos ao redor do mundo. Desde a invenção do taxímetro no início do século passado, quando o nome "taxi" apareceu pela primeira vez, esta indústria sofreu modificações como regulamentações, redução no número de frotas e criação de associações de rádio táxi. Aqueles que tentaram competir diretamente com motoristas de táxi foram eliminados do mercado. Com a recente proliferação de smartphones e aplicativos de celular, novas empresas estão entrando neste setor, trazendo grandes mudanças para esse mercado. O presente estudo tem como objetivo compreender como ocorreu essa transformação de mercado no período de abril de 2012 a abril de 2017, através de um estudo multimétodo, envolvendo dados qualitativos e quantitativos. As seguintes técnicas de coleta de dados foram utilizadas entre 2016 e 2017 em duas cidades brasileiras – São Paulo e Porto Alegre: (1) Observação participante em uma audiência pública, (2) entrevistas em profundidade e (3) coleta de artigos de jornal. Além disso, teve-se acesso (4) a gravações e transcrições das audiências públicas realizadas em São Paulo; e (5) uma palestra do gerente geral da empresa Uber no Brasil. Este estudo contribui para as teorias sobre a evolução do mercado através da detecção de três fases distintas de transformação do mercado: Preparação de Mercado, Abertura de Mercado e Expansão de Mercado. A primeira fase ainda não foi abordada pela literatura e pode ser caracterizada como uma fase de melhorias no mercado, onde empresas facilitadoras começam a atuar usando novas tecnologias e são apresentadas pela mídia aos usuários. A segunda fase é marcada pela entrada de uma empresa concorrente inovadora no setor e por discussões sobre clandestinidade e regulamentação. Nesta fase, surgem conflitos entre os tradicionais prestadores do serviço no setor e os novos entrantes. Esses conflitos podem envolver violência física. Já na terceira fase, o tema regulamentação, em menor grau, permanece em evidência e surgem novos concorrentes diretos, expandindo o mercado. Além dessas três fases, este estudo explica a trajetória de mudança radical do mercado, os gatilhos que permitem a evolução de uma fase para outra e os papéis dos vários stakeholders envolvidos nesta transformação. Foram encontrados seis tipos de gatilhos que, combinados, contribuíram para a evolução desse mercado: fatores tecnológicos, sociais, políticos, econômicos, demanda do mercado não atendida e força da marca. / For more than a hundred years, taxi drivers have comprised the market for individual passenger transport (IPT) around the world. Since the invention of the taximeter at the beginning of the last century, when the name “taxi” first appeared, this industry underwent modifications such as regulations, fleet reduction, and creation of radio taxis associations. Those who tried to compete direct with taxi drivers were eliminated from the market. With the recent proliferation of smartphones and mobile applications, new companies are entering this sector, bringing great changes to this market. This study attempts to understand this market transformation. A multi-method research, involving qualitative and quantitative data, was undertaken to understand how the transformation of the individual passenger transport market occurred in the period from April 2012 to April 2017. The following data collection techniques were used between 2016 and 2017 in two Brazilian cities – São Paulo and Porto Alegre: (1) Participant observation at a public hearing, (2) in-depth interviews, and (3) collection of newspaper articles. In addition, the researcher had access (4) to recordings and transcripts of public hearings held in São Paulo; and (5) a lecture by the general manager of Uber in Brazil. This study contributes to theories on market evolution by detecting three distinct phases of market transformation: Market Preparedness, Conflicting Market Openness, and Market Expansion. The first phase was not address by the literature and can be characterized as a phase where facilitating companies begin to act using new technologies and are presented by the media to users. The second phase is characterized by the entry of an innovative competitor in the sector and by discussions about clandestine and regulation. At this stage, there are conflicts between traditional service providers in the sector and new entrants. These conflicts may involve physical violence. Already in the third phase, the regulatory issue, to a lesser degree, remains in evidence and new direct competitors appear, expanding the market. Besides these three phases, this study explains the path of radical market change, the triggers that allow the evolution from one phase to another and the roles of the various stakeholders involved in this transformation. Six types of triggers were found that combined contributed to the evolution of this market: technological, social, political, economic factors, unmet market demand and brand strength.

abstract: To guide the timetabling and vehicle assignment of urban bus systems, a group of optimization models were developed for scenarios from simple to complex. The model took the interaction of prospective passengers and bus companies into consideration to achieve the maximum financial benefit as well as social satisfaction. The model was verified by a series of case studies and simulation from which some interesting conclusions were drawn. / Dissertation/Thesis / Simulation File, including CSV data file / Masters Thesis Industrial Engineering 2014

The topic of this thesis is rights of passengers under European private law. This issue is important for most people, since there is continuous expansion in travelling. Although passengers have quite extensive rights, they are often not aware of what they are entitled to during travelling. Therefore it is necessary to try promoting awareness of passengers about the rights which they have. One of the aims of this thesis is to create a comprehensive overview of rights of passengers in rail, road, water and air transport under European private law and to analyze some of the problematic provisions of the relevant EU regulations. Another aim is to compare regulations of individual modes of transport, in particular with regard to air transport, which seems to be the most widely regulated one, and to find out whether there could be uniform regulation for passenger rights in all modes of transport. In addition to introduction and conclusion, this thesis is divided into five chapters further divided into subchapters, while the first chapter serves rather as the basis for the next chapters and besides the definition of the term "passenger" introduces the sources governing passenger rights along with other non-binding documents created by the European Parliament and the Commision. The second to the fifth...

Considerando o nível de competitividade do mercado automobilístico atual, a satisfação do cliente tem se tornado uma vantagem competitiva a ser considerada, devido ao aumento da expectativa dos clientes em relação à percepção da qualidade. Neste aspecto, uma das maiores dificuldades existentes no projeto de sistemas de freio reside no fato de transformar informações e/ou opiniões subjetivas em informações e/ou dados objetivos, tais como parâmetros de projeto. O presente trabalho investiga a análise objetiva do conforto de frenagem de automóveis de passeio, estabelecendo indicadores que auxiliem e/ou complementem as análises subjetivas normalmente utilizadas pela empresa, para um estudo de caso envolvendo a mudança de material de atrito da pastilha do freio a disco de um automóvel de passeio. Foram utilizados para a análise objetiva, programas de simulação computacional para analisar o desempenho do sistema de freio com relação aos indicadores estabelecidos. Os dados obtidos através desta simulação foram comparados, tanto com os resultados da avaliação subjetiva, quanto aos resultados de medições experimentais do veículo analisado, buscando analisar a correlação dos resultados. Ao final do trabalho, da comparação realizada entre a avaliação subjetiva e a avaliação objetiva observou-se uma melhoria no conforto de frenagem aos usuários, apesar de ser imperceptível na avaliação subjetiva. Esta ferramenta será muito importante no estabelecimento da curva de conforto de frenagem ótima para os novos desenvolvimentos de sistemas de freio eletrohidráulicos, denominados “brake-by-wire” (BBW). / Considering today’s competitive automotive market, the customer satisfaction has become a competitive advantage to be considered, due to the customer expectation increasing regarding the quality perception. In this aspect, one of biggest existing difficulties in the brake system design is to transform subjective information and/or opinions into objective information and/or data, such as design parameters. The present study investigates the objective analysis of the brake pedal feeling for passenger cars, establishing index that can support and/or complement the subjective analysis, usually used by our company, for a study case involving the friction material change of passenger car’s caliper brake pad. The computational simulation program has been used for the objective analysis, to analyze the brake system performance based on established index. The obtained data through this simulation was compared with the subjective evaluation results as much as with experimental measurements results of the analyzed vehicle, analyzing the correlation of results. To the end of this study, based on the comparison between subjective evaluation and objective evaluation, it observed a brake comfort improvement for drivers, instead of this characteristic would be imperceptive in subjective evaluation. This tool will be very important in the optimum comfort curve establishment for the new developments of electro-hydraulic brake systems, called "brake-by-wire" (BBW).

Rights of a passenger in railway transport The contract of carriage represents one of the most frequent contracts and its legal basis is based on Art. 2550 of Act No. 89/2012 Coll., Civil Code. The contracting parties of the contract of carriage are a transporter and a passenger. The transporter is contracted to carry the passenger to the final destination and the passenger pays the fare for the service. The passenger is in the position of the consumer and weaker party. Therefore, it is necessary to focus on the rights of passengers that are based not only on the provisions of Civil Code, but also on the rules of carriage and on the general conditions of the transporter. This thesis focuses on the description, classification, evaluation and comparison of these rights in Czech and French legal orders. Integral part of the thesis is also the legislation of the European Union and visions to the future, as well as the proposals de lege ferenda. The thesis is divided into seven chapters with the introduction as the chapter one and the conclusion as the chapter seven. The second chapter points out the definition of terms and notions that are bound to the railway transportation. This chapter also includes the incorporation of the railway transport in the context of the transport in general and the classification...

M.Phil. / Considerable research on public policymaking has been carried out over the years. A number of theoretical frameworks have been developed to try to understand the complexities of the policy process. Nevertheless, the implementation of policy remains, as deLeon and deLeon (2001) state “the most devilish of wicked problems”. It is this wicked problem that this thesis attempts to comprehend a little better in the context of public transport. There is a broadly expressed belief in South Africa that while we have developed some fairly robust public transport policies, we fall down when it comes to the implementation of these policies. However, policies are not equally complex in nature and surely therefore not equally demanding in implementation. While it is accepted that a number of political, economic and social factors are necessary for policy implementation, it is nevertheless hypothesised that the nature and complexity of a policy will influence the paradigm within which implementation will take place. Furthermore, the ‘success’ of the implementation process needs to be located within the context of the specific implementation paradigm. The objective of this thesis has been to (i) identify and (ii) apply an appropriate policy implementation framework or model to the implementation of the Bus Rapid Transit (BRT) programme in South Africa to understand the BRT policy implementation process that has emerged thus far and whether its very nature and characteristics place it within a certain policy implementation paradigm.

Flygplatser utgör en nyckelroll i dagens samhälle. De fungerar inte enbart som ett centrum för samverkan mellan transportmedel, utan även som en mötesplats för resenärer. Trängsel i terminalerna har blivit ett betydande problem för de som flyger regelbundet och i flera fall har minskad kötid blivit synonymt med hög kvalitet för resenären. En effektivare hantering av resenären är nödvändig och kräver tillförlitliga processer. Att arbeta med processer är inget nytt, det har länge varit centralt för verksamhetsprocesser och arbetsflöden, främst inom tillverkningsindustrin men den omfattande litteraturgenomgången påvisar att det finns få processorienterade modeller som specifikt tillämpas på en resenärsprocess. Fallföretaget, Swedavia, arbetar aktivt med resenärsprocessen inom flygbranschen. De har utvecklat en viss metodik men denna är inte effektiv nog då de upplever problematik på grund av det ökade antalet resenärer. Syftet med studien är därför att skapa en konceptmodell för arbetsmetodiken vid utveckling av resenärsprocessen på flygplatser, med avsikt att tillföra en ny tillämpning till området för processutveckling. Modellen avser även hjälpa fallföretaget Swedavia att bli effektivare i sin processutveckling. Studiens metod har en abduktiv forskningsansats. Först genomfördes en utförlig litteraturgenomgång vilken utmynnade i ett första utkast av en konceptmodell med tolv nyckelfaktorer för processorientering kopplade till resenärsprocessen. Därefter genomfördes åtta semistrukturerade intervjuer med berörd personal på fallföretaget. Valet av fallföretag motiveras av deras generaliserbarhet, då samtliga respondenter arbetar med utveckling av Sveriges största flygplats, Arlanda. Avsikten med intervjuerna var att tydliggöra hur arbetet med utvecklingen av resenärsprocessen ser ut idag samt avgöra hur processorienterade de är. Slutligen analyserades konceptmodellen utifrån empirin, vilket resulterade i korrigeringar och en slutgiltig modell. Det vetenskapliga bidraget är utvecklingen av en konceptmodell för resenärsprocesser. Den slutliga konceptmodellen består av fem nyckelfaktorer, vilka är; processägare och -beskrivningar, stöd och engagemang, mätverktyg, organisation samt ständiga förbättringar. Den framtagna modellen är ett visuellt stöd för att hjälpa organisationer att bli effektivare i deras utveckling av en resenärsprocess. Den fungerar som ett verktyg för att förbättra processer och att utvärdera företag. / Airports have come to be one of the key elements in today’s society. They do not only serve as a center for interoperability, but also as a meeting place for travelers. Congestion in the terminals has become a significant problem for those who fly regularly and in many cases reduction of queue time has become synonymous with high quality travelling. Therefore, more efficient handling of the traveler is necessary and requires reliable processes. Working with processes has been central to business procedures and workflows for a long time, mainly in the manufacturing industry but the comprehensive literature review indicates that there are few process-oriented models specifically applied to the passenger departure process. The case company, Swedavia, is actively working with passenger departure processes in the aviation industry. They have developed a certain methodology, but it is not effective enough as they have experienced problems due to the increased number of travelers. For that reason, the aim of the study is to create a conceptual model for the work methodology when developing the passenger departure process at airports, with the intention of introducing a new application to ​​process development. The model also aims to help Swedavia become more efficient in its process development. The study's method has an abductive research approach. First, a detailed literature review was conducted, which resulted in a first draft of a conceptual model with twelve key factors for process orientation linked to the traveler process. Eight semi-structured interviews were then conducted with relevant personnel at the case company. The choice of case company is motivated by their generalizability, as all respondents work with the development of Sweden's largest airport, Arlanda. The purpose of the interviews was to clarify what their work on developing the traveler process looks like and also to what extent they are process oriented. Finally, the conceptual model was analyzed based on empirical findings, resulting in corrections and a definitive model for developing the passenger departure process. The scientific contribution is the development of a conceptual model for passenger departure processes. The final conceptual model consists of five key factors, which are: process owners and descriptions, support and commitment, measurement tools, organization and continuous improvement. The proposed and identified model works as a visual support to help organizations become more efficient in their development of a passenger departure process. It is a useful tool to improve processes and to evaluate businesses.