Global warming is one of the gravest concerns that the world is now dealing with. This phenomenon is caused by a variety of factors. Carbon dioxide emitted from transportation networks is a significant contributor to global warming. Transportation systems comprise both the urban mobility sector (including public transportation and private vehicles) and the road transportation system. In line with this issue, governments across the globe have been implementing new technologies and strategies to mitigate carbon dioxide emissions. Meanwhile, changing passengers’ mobility behaviors through the application of nudging techniques has recently been identified as a feasible option by them. This research seeks to improve the efficiency of nudging approaches used in the mobility sector by assisting local authorities in designing appropriate behavioral interventions. To do so, ten city representatives including sustainability experts, and city managers were chosen, and semi-structured interviews were carried out to thoroughly understand their needs and expectations in terms of selecting the most effective nudges for encouraging citizens to use more sustainable modes of transport. The collected data were analyzed applyingtheThematicmethod. Finally, using the Value Proposition Design model, the design characteristics for the development of an ‘Intervention Design Tool’are determined. Our findings reveal that features such as simulating scenarios and interventions based on the behavior context and then providing users with situation-aware nudges are crucial for the creation of an 'intervention Design Tool’. Furthermore, this device must provide city representatives, as the main user of the tool, with a comprehensive view of the targeted city while alerting them to crucial situations and trends. As a consequence, the benefits that city representatives obtain from using this tool include reducing effort and saving time while increasing the reliability of their decisions.

Submitted by Cristiane Oliveira (cristiane.oliveira@fgv.br) on 2011-05-26T14:43:25Z No. of bitstreams: 1 72070100770.pdf: 1157601 bytes, checksum: 1d3888d450999d88a856a92549764b8c (MD5) / Approved for entry into archive by Suzinei Teles Garcia Garcia(suzinei.garcia@fgv.br) on 2011-05-26T15:07:59Z (GMT) No. of bitstreams: 1 72070100770.pdf: 1157601 bytes, checksum: 1d3888d450999d88a856a92549764b8c (MD5) / Approved for entry into archive by Suzinei Teles Garcia Garcia(suzinei.garcia@fgv.br) on 2011-05-26T15:09:33Z (GMT) No. of bitstreams: 1 72070100770.pdf: 1157601 bytes, checksum: 1d3888d450999d88a856a92549764b8c (MD5) / Made available in DSpace on 2011-05-26T17:18:08Z (GMT). No. of bitstreams: 1 72070100770.pdf: 1157601 bytes, checksum: 1d3888d450999d88a856a92549764b8c (MD5) Previous issue date: 2011-02-23 / A pesquisa tem por objetivo explicar o processo político que resultou na configuração institucional do setor federal de transportes consubstanciado na Lei 10.233, de 2001, que reestruturou os transportes aquaviário e terrestre, criou duas agências reguladoras autônomas vinculadas ao Ministério dos Transportes e um conselho para propor políticas nacionais de integração dos diferentes modos de transporte, além do Departamento Nacional de Infraestrutura de Transportes. Utilizando-se a abordagem teórica do institucionalismo histórico da Ciência Política contemporânea e o método de comparação controlada com um caso contrastante, a saber, a reestruturação institucional do setor de telecomunicações, a análise mostra como a sequência do processo de reforma e a atuação do mecanismo de policy feedback delinearam um tipo de mudança institucional no setor de transportes caracterizado pela introdução de novas regras e organizações sobre as existentes, diferentemente da mudança no setor de telecomunicações, no qual foram removidas as antigas regras e organizações, substituindo-as por novas. / This research aims to explain the political process that resulted in the current institutional arrangement of the federal transportation sector in Brazil. The Federal Law 10233, of 2001, restructured water and land transportation; it created two autonomous regulatory agencies, a council to propose national policies to integrate the different modes of transport, and the National Department of Transport Infrastructure. Using the theoretical approach of historical institutionalism from contemporary Political Science and the method of controlled comparison between two contrasting cases, namely the cases of the telecommunication and transportation institutional reforms, the analysis concludes that the temporal ordering of the reform process and the mechanism of policy feedback had a significant impact on the outcomes of the transportation case, delineating a pattern of institutional change characterized by the introduction of new rules and organizations on top of existing ones, whereas in the telecommunication sector the institutional change was typified by the removal of existing rules and organizations and the introduction of new ones.

La presente investigación tuvo como objetivo general diseñar un modelo de balance social frente a los Indicadores Global Reporting Initiative en transportes Olmos Tours, Lambayeque 2022. Asimismo, se bosquejó una matriz en responsabilidad social según las memorias de sostenibilidad de los Indicadores Global Reporting Initiative, con el fin de que la empresa elabore su propia memoria de responsabilidad sostenible. Dicha investigación contó con un enfoque mixto, de tipo aplicada, de nivel descriptivo - transversal, de diseño no experimental, teniendo como técnica a la entrevista y el análisis documental. En la investigación se presenta una visión general sobre la responsabilidad social empresarial, las ventajas que tiene para Olmos Tours adoptar una conducta socialmente responsable y las exigencias que se originan como contrapartida. Se desarrolló la idea de responsabilidad social como valor estratégico, para fomentar un compromiso ético empresarial y promover practicas responsables dentro de la organización; de tal manera que fortalezca su reputación corporativa, genere confianza y credibilidad entre los clientes, proveedores y otras partes interesadas. Finalmente, los resultados obtenidos demostraron que la empresa de transportes Olmos Tours, desde su creación no realiza informes de sostenibilidad, al medir su grado de responsabilidad social empresarial, se evidencia que se encuentra parcialmente comprometida tanto así que el apoyo a la comunidad es de 1.07 % lo cual debería ser de mayor involucramiento. Asimismo, ejecuta acciones relacionadas a aspectos ambientales y económicos que no cumplen con las expectativas de la RSE, sin embargo, el 1.71% es el mayor porcentaje el cual está enfocado en las oportunidades de mejorar por atender. / The general objective of this research was to design a social balance model against the Global Reporting Initiative Indicators in transport Olmos Tours, Lambayeque 2022. Likewise, a social responsibility matrix was outlined according to the sustainability reports of the Global Reporting Initiative Indicators, with in order for the company to prepare its own sustainable responsibility report. This research had a mixed approach, applied, descriptive-cross-sectional level, non-experimental design, using interview and documentary analysis as a technique. The research presents a general vision of corporate social responsibility, the advantages that Olmos Tours has for adopting socially responsible behavior and the demands that arise as a counterpart. The idea of social responsibility as a strategic value was developed to foster a business ethical commitment and promote responsible practices within the organization; in such a way that it strengthens its corporate reputation, generates trust and credibility among customers, suppliers and other interested parties. Finally, the results obtained demonstrated that the transport company Olmos Tours, since its creation, has not made sustainability reports. When measuring its degree of corporate social responsibility, it is evident that it is partially committed so much so that community support is 1.07. % which should be more involving. Likewise, it executes actions related to environmental and economic aspects that do not meet CSR expectations; however, 1.71% is the highest percentage which is focused on the opportunities for improvement to be addressed.