Cette thèse aborde la question de la fiabilité du temps de transport. L’étude de la fiabilité du temps de transport trouve ses sources dans le fait que, dans biens des situations, le temps de transport n’est pas certain, mais aléatoire. De nombreux évènements peuvent en effet modifier le temps de transport prévu par les opérateurs ou espéré par les usagers. Par ailleurs, lors de l’évaluation socioéconomique de projets d’investissement en infrastructure de transport, il peut exister un arbitrage entre gain de temps et gain de fiabilité. Or, comme la fiabilité est encore à l’heure actuelle, difficilement intégrable dans ce type d’évaluation, ces projets d’investissement voient leur rentabilité collective sous-estimée conduisant à leurs reports. Il émerge ainsi trois problématiques majeures relatives à l’étude de la fiabilité du temps de transport : sa mesure, sa valorisation monétaire (i.e. la disposition à payer des individus pour améliorer la fiabilité du temps de transport) et enfin, sa prise en compte dans les analyses coûts-avantages. Un premier chapitre permet d’adapter les mesures usuelles de la fiabilité du temps de transport appliquées dans le cadre du transport routier, aux modes de transport collectif (fer et aérien plus particulièrement). Nous proposons également une nouvelle mesure de la fiabilité, le Delay-at-Risk (DaR) inspiré de la littérature financière. Le DaR est une transposition de la mesure de la Value-at-Risk (V aR) à l’économie des transports. Cette mesure est plus utile du point de vue des usagers pour la planification des trajets avec correspondance que les autres mesures. Le deuxième chapitre a pour principal objectif de déterminer la disposition à payer des individus pour améliorer la fiabilité du temps de transport. Nous proposons un cadre théorique inspiré de la théorie de la décision en univers risqué à partir duquel nous définissons la préférence des individus à l’égard de la fiabilité (i.e. reliabilityproneness) ainsi que la prudence. Nous développons des nouvelles mesures de la fiabilité du temps de transport, exprimées comme des primes de risque : la reliability-premium et la V OR. La reliability-premium détermine le temps de transport maximum supplémentaire qu’un individu est prêt à accepter pour supprimer l’intégralité du risque sur le temps de transport. La V OR, quant à elle, se définit comme la disposition maximale à payer d’un individu pour supprimer l’intégralité du risque sur le temps de transport. Par ailleurs, nous établissons également les conséquences sur la valeur du temps (V TTS) et de la fiabilité (V OR), de la prise en considération de l’attitude à l’égard du risque sur le temps de transport des usagers (aversion et prudence). Le dernier chapitre de cette thèse a pour objet d’intégrer la fiabilité dans les évaluations socioéconomiques de projet d’investissement et plus particulièrement dans la détermination du surplus des usagers. Nous mettons en exergue un effet de diffusion des gains de fiabilité par rapport aux gains de temps. Ainsi, nous proposons des recommandations quant à l’arbitrage entre les projets générateurs de gain de temps et de gain de fiabilité en fonction des valeurs monétaires du temps (V TTS) et de la fiabilité (V OR). / This thesis deals with the issue of travel time reliability. The study of travel time reliability emerges from the fact that in many situations, travel time is random. Many events can change the travel time forecasted by operators or expected by users. Moreover, a tradeoff may exist between time and reliability benefits when evaluating socio economic appraisal of transport infrastructure. However, since reliability is still difficult to integrate in this type of evaluation, investment projects’ collective profitability is underestimated and often postponed. Thus, three main issues of travel time reliability analysis emerge: measurement, monetary valuation and implication for cost benefit analysis. This thesis is organized in three chapters. The first chapter adapts the measure of travel time reliability typically used in the road transport context to the collective modes (rail and air, in particular). We also develop a new reliability measure: the Delay-at-Risk (DaR). DaR is an implementation of the Value-at-Risk (V aR) measure into the transport economic framework. The DaR seem to be relevant and understandable information for the users, especially to plan their travel and avoid missing their connections. The main objective of the second chapter is to define the users’ willingness to pay to improve travel time reliability. We present a theoretical framework based on decision theory under risk. We introduce the concept of reliability-proneness (i.e. travel time risk aversion) and prudence. We develop new measures of travel time reliability expressed as risk premium: the reliability-premium and V OR. The reliability-premium is the maximum amount of additional travel time that an individual is willing to accept to escape all the risk of travel time. The V OR is defined as the maximum monetary amount that an individual is willing to pay to escape all the risk of travel time. Furthermore, we also establish the link with attitudes towards risks of travel time (aversion and prudence) and the impact of the value of travel time (V TTS) and the value of reliability (V OR). The final chapter of this thesis integrates reliability in investments project’s socioeconomic appraisal. More particularly, it allows to determine users’ surplus valuation. We highlight a diffusion effect of reliability benefits with regard to travel time benefits. Thus, we propose recommendations regarding the tradeoff between projects that generate time benefits compared with reliability benefits, according to the monetary values of travel time (V TTS) and reliability (V OR).

Managed lane refers to the application of various operational and design strategies on highway facilities to improve system efficiency and mobility by proactively allocating traffic capacity to different lanes. One of the key elements to understand the behavior changes and underlying causalities in user responses to managed lanes is to examine the value of time (VOT) and value of reliability (VOR). The breadth of this dissertation encompasses two major dimensions of VOT and VOR estimation – distributions or variations across different users and under different circumstances; and influences of unobserved attitudinal characteristics on roadway pricing valuation. To understand travelers’ choice behavior regarding the usage of managed lanes, combined revealed preference (RP) and stated preference (SP) data were used in this study. Mixed logit modeling was applied as the state of the art methodology to capture heterogeneity in users’ choice behavior. The model revealed an average value of $10.68 per hour for VOT and $13.91 per hour for VOR, which are reasonable considering the average household income in the region, and are well within the ranges found in the literature. In terms of user heterogeneity, the mixed logit model was further enhanced by adding interaction effects of variables, which helped recognize and quantify potential sources of heterogeneity in user sensitivities to time, reliability, and cost. The findings indicated that travelers were likely to exhibit higher willingness to pay when they were female, younger (years), older (>54 years), had higher income (> 50 K), driving alone, and traveled on weekdays. Attitudinal aspects are rarely incorporated into roadway pricing analysis. The study herein presents an effort to explore the role of attitudinal factors in drivers’ propensity toward using managed lanes. Model results boded for a significant contribution of attitudinal parameters in the model, both in terms of coefficients and model performance. This study provides a robust approach to quantify user heterogeneity in VOT and VOR and capture the impacts of attitudinal attributes in pricing valuation. The results of this study contribute to a better understanding on what attributes lead to higher or lower VOT and VOR and to what extent.

The aim of the paper is to research possible approaches to valuation of human life and to explore possible situations leading to such valuation. Another goal is to create a systematic description of categories of value and to provide compact description of the problem. In order to create a system, the thesis maps premises and criteria. The result is identification of methods that are frequently used both abroad and in Czech Republic. Values differ based on the category of value. The paper identifies methods, comments on them and classifies them.

This master's thesis deals with the valuation of cultural institution the Oskar Nedbal Theatre in Tabor and its aim is to estimate the value of this theatre to 30th June 2012 for the purpose of its founder the South Bohemian Region and compare this value with a subsidy paid to the theatre as a contributory organization. The value of the organization is determined by the method of contingent valuation based on the question related to people's willingness to pay for the preservation of the theatre and supplemented by Victor S. Yocco method for measuring three factors of the hypothetical value. The issue of cultural institutions valuation is not yet much explored area and mainly in the Czech Republic has not yet been comprehensively worked out and this thesis offers a practical view on one of the possible methods of valuing cultural goods and organizations.

Submitted by Nadir Basilio (nadirsb@uninove.br) on 2016-06-21T15:07:12Z No. of bitstreams: 1 Mauricio Gayubas.pdf: 4547233 bytes, checksum: 9a10b3048bfb27a539b8a17481b2b509 (MD5) / Made available in DSpace on 2016-06-21T15:07:12Z (GMT). No. of bitstreams: 1 Mauricio Gayubas.pdf: 4547233 bytes, checksum: 9a10b3048bfb27a539b8a17481b2b509 (MD5) Previous issue date: 2016-03-04 / Remanufacturing auto parts is an important activity from the point of view of the triple bottom line (economic, social and environmental) because its components can be reuse and not only has to be sending to be recycled. This case study sought to identify the members of the distribution channel (remanufacturer, distributor and fleet owners) how they influence the willingness to pay in a B2B relation. In addition, regarding all members influences the other members of this distribution channel in making production, distribution and application decisions of alternators and starter motors remanufactured applied in urban and intercity buses. Studyinglocal governmental regulations in Brazil, it was not identified obligation regarding producers to collect alternators and starter motors at the end of their life cycle. This situation would help the manufacturer to develop a more efficient reverse logistics strategy, with higher product volume of remanufactured production and increased activity in volume within the factory and thus invest the market in a vision at the triple bottom line point of view, as well as a better vision of the product by environmentally sustainable point. The remanufacturer produce their products identifying this activity as a business opportunity in the same way that the product is distributed wholesale with the same vision for the distributor and applied in bus fleets as a more expensive product that the reconditioned or repaired in maintenance shops. However, this price is offseted by the benefit cost of quality of the remanufactured products. Despite efforts by the trade associations and remanufacturers, albeit timidly, the information from the point of view that remanufacturing is an environmentally and socially sustainable activity. Customers in the B2B relationship does not identify the remanufacturing activity in this way, leaving an opportunity for the remanufacturer to manifest and develop information tools for green marketing information regarding the pillars of sustainability, bringing the remanufacturer a competitive advantage in environmental awareness among the members of the distribution channel, as well as greater awareness in society. It is an opportunity to promote environmentally sustainable pillar vision for the fleet owners and society as a curriculum in the development of environmental awareness for future generations. / A remanufatura de autopeças é uma atividade importante do ponto de vista das dimensões da sustentabilidade (econômico, social e ambiental) por reutilizar os componentes de um produto com defeito e não somente enviar esse mesmo produto para reciclagem, assim, este estudo de caso buscou identificar nos membros do canal de distribuição (fabricante remanufaturador, distribuidor de autopeças e frotista) a relação B2B que um membro influencia o outro membro desse canal de distribuição na tomada de decisão de produção, distribuição e aplicação dos alternadores e motores de partida veiculares remanufaturados aplicados em ônibus urbanos e rodoviários. Mesmo com as diretrizes mundiais e as leis locais, no Brasil não foi identificada a obrigatoriedade do recolhimento dos alternadores e motores de partida no final do ciclo de vida, o que contribuiria para o fabricante poder desenvolver uma estratégia de logística reversa mais eficiente, com maiores volumes de produtos e maior atividade em volumes dentro da fábrica e assim, investir perante o mercado uma visão do produto pelo ponto de vista ambientalmente sustentável. O fabricante remanufatura os seus produtos identificando essa atividade como uma oportunidade de negócio, da mesma forma que o produto é distribuído no atacado com essa mesma visão pelo distribuidor e aplicado nas frotas de ônibus como um produto mais caro que o recondicionado ou consertado nas oficinas de manutenção dentro das suas próprias garagens. Porém, esse preço é compensado pelo custo benefício da qualidade em que é produzido. Mesmo com esforços por parte das entidades de classe e dos fabricantes, para informar do ponto de vista de que a remanufatura é uma atividade ambientalmente e socialmente sustentáveis, os clientes dessa relação B2B não identificam a atividade de remanufatura dessa maneira, deixando uma excelente oportunidade para o fabricante se manifestar e desenvolver ferramentas de divulgação pelo marketing verde sobre a informação das dimensões da sustentabilidade, trazendo para o remanufaturador uma vantagem competitiva sobre a consciência ambiental junto aos membros da cadeia de distribuição, como também maior conscientização junto à sociedade. É a oportunidade de fomentar a visão da dimensão ambientalmente sustentável para os frotistas e para a sociedade como currículo no desenvolvimento da conscientização ambiental.

No description available.

Ces dernières années, de nombreux travaux académiques et managériaux ont souligné l‘intérêt d‘impliquer des consommateurs dans la conception de l‘offre des entreprises. Cette approche, qui fait l‘objet du premier chapitre de ce travail doctoral, conduit inévitablement à se poser la question suivante : les entreprises qui mettent en oeuvre ce type d‘action ont-elles intérêt à informer les consommateurs « spectateurs » qu‘une offre a été co-créée avec des pairs consommateurs ? La méthodologie expérimentale dans le domaine de l‘alimentaire a été privilégiée. Une méthode d‘achat réel de mesure du consentement à payer a été complétée par une approche par la valeur perçue. En outre, il a été introduit une expérience de consommation. Les résultats soulignent que l‘information est valorisée par les consommateurs en situation de première exposition. L‘information a une influence positive sur la valeur perçue du produit et les composantes émotionnelles et utilitaires du produit. Le consentement à payer suit la tendance prévue : les répondants accordant en moyenne un prix supérieur au produit conçu avec les consommateurs par rapport au produit conçu uniquement par l‘entreprise. En revanche, aucun effet n‘a été observé après expérience de consommation. Cette recherche souligne qu‘il est pertinent de communiquer cette information lors du lancement d‘un nouveau produit, même si elle ne produit aucun effet sur l‘expérience de consommation. A l‘issue de ce travail doctoral, les contributions théoriques permettant d‘éclairer la littérature sur les effets de cette information sont soulignées. Des contributions managériales sont également formulées à l‘attention des praticiens du marketing. / Last years, many academic and managerial studies stressed the importance of involving users in the design of new products. This focus, which is the subject of the first chapter of this doctoral work, inevitably raises the following questions: Do the companies, which implements this type of process, have an interest in informing passive consumers that their offering was co-created with their counterparts? An experimental methodology in the food sector was implemented. A real purchasing method to measure the willingness to pay (BDM protocol) has been supplemented through a multidimensional approach of perceived value. In addition, a consumption experience was introduced in this study. The results highlight that consumers at first exposure value the information. The information has a positive influence on the perceived value through the emotional components and utilitarian product outcomes. The willingness to pay follows the expected trend: respondents are willing to pay more for a product labelled designed with consumers than for the product designed solely by the company. In contrast, no effect was observed after the consumption experience. This research underlines the relevance of communicating this information when launching a new product, even if it has no effect on the consumption experience. At the end of this doctoral work, theoretical contributions to illuminate the literature on the effects of this information are highlighted. Managerial contributions are also made to the attention of marketing practitioners.

Notre problématique aborde de manière générale la question des déterminants de la valeur perçue par les consommateurs de l’attribut biologique dans le cas d’un produit comme le vin. Plus spécifiquement, nous nous interrogeons sur : (1) quelles sont les déterminants psychosociaux (e.g., attitudes, valeurs, croyances, etc.) du consentement à payer pour l’attribut biologique ? ; (2) combien les individus sont prêts à payer pour l’attribut biologique ? Le cadre théorique de la recherche s'appuie sur trois grandes théories : (1) la théorie du comportement planifié ; (2) la théorie de phases de l'action ; et (3) la théorie des valeurs personnelles. Notre approche épistémologique est hypothético-déductive. Ainsi, afin de tester les hypothèses obtenues à partir de notre cadre théorique, nous avons développé trois études de terrain complémentaires. Notre méthodologie combine des analyses statistiques multivariées (AFE et AFC), ainsi que l'analyse économétrique (Modèles de choix discret et panel de données) / The general goal of this thesis is the question of the consumer perceived value in the case of organic wine. More precisely, this dissertation try to answer three research questions: 1st what are the social and psychological determinants of willingness to pay for the organic attribute of a product; and 2nd how much the consumers are willing to pay for. Our main theoretical framework includes: 1st the planned behavior theory, 2nd the action phases theory, and 3th the personal value theory. Methodologically we have a classic hypothetico-deductive model approach. Our hypothesis were tested using multivariate statistics models and econometric models.

The Lunsemfwa river catchment is of paramount importance to the Zambian economy, particularly with regards to energy, agricultural and water for domestic, as well as wildlife. Water shortages during dry spells in the area present a huge problem for the various stakeholders in the basin. As the impact of climate variability increases in the basin, water resources managers in the basin are increasing challenged to efficiently allocate decreasing reserves of water resources against increasing levels of demand. This paper attempts to highlight the value of water resources to the earlier mentioned sectors; hydropower, agriculture and households, in order to inform allocation decisions in the Lunsemfwa catchment area of Zambia. The paper uses the SDDP method to investigate the average cost of electricity production, coupled with market electricity prices to ascertain the value of a unit of electricity given reservoir outflow levels. The PF method was used to evaluate the marginal value of water is agriculture, while the value of water for domestic consumers was evaluated using the Contingent Valuation method, particularly the willingness to pay, which essentially uses market prices to represent the consumers’ willingness to pay. A value of US$93/MWh is attached to hydropower produced here, while the marginal value of water in agriculture is estimated to be US$0.068/m3. The willingness to pay for connection to piped water is approximately US$34.13, while the monthly value is US$6.9. The Gross Financial Value (GFV) generated from hydropower, agriculture and domestic water supply is US$24,174,000, US$ 262,083,045.91 and $7,140,000.00 respectively.

Viele Kirchenbauten erweisen sich als beliebte touristische Stätten. Dazu gehören Wallfahrtskirchen ebenso wie Kirchen, die als kulturtouristische Attraktionen bestechen und/oder an gut frequentierten touristischen Wegen liegen. Wissenschaftliche Untersuchungen zum kirchentouristischen Angebot fokussieren auf bestimmte touristische bzw. tourismusrelevante Angebotsleistungen (z.B. Kirchenführungen), lassen jedoch umfassende angebotstheoretische Ansätze vermissen. Auf der touristischen Nachfrageseite liegt eine Vielzahl von Publikationen zu Besuchsmotiven und Erlebnissen von Kirchentouristen vor. Hingegen ist nur wenig über Werteinstellungen touristischer Kirchenbesucher gegenüber den von ihnen besuchten Stätten bekannt. Die vorliegende Dissertation kategorisiert aus tourismusökonomischer Perspektive heraus die typischen Leistungsbestandteile einer Kirche in ihrer Funktion als touristische Attraktion, identifiziert die von touristischen Kirchenbesuchern zugeschriebenen Werteattribute und entwickelt ein Modell von Kirchenbauten als touristischen Leistungs- und Wertebündeln (bzw. wertebasierten Tourismusprodukten). Auch beleuchtet die Arbeit individuelle Zahlungsbereitschaften im Kirchentourismus, die sowohl als monetäre Bewertungsinstrumente für Werteattribute von Kirchenbauten fungieren als auch die Akzeptanz besucherbezogener Finanzierungsinstrumente (z.B. Eintrittsgelder, Besucherspenden) zum (Unt)Erhalt von Kirchenbauten widerspiegeln. Im Rahmen einer empirischen Fallstudie zu drei ausgewählten Kirchenbauten in Sachsen erfolgt eine Analyse monetärer wie nicht-monetärer Wertekategorien hinsichtlich ihrer Ausprägungen bei touristischen Besuchern. Im Zuge einer Clusterzentrenanalyse ergeben sich mehrere Besuchertypen mit charakteristischen Wertemustern. Die Fallstudie zeigt auf, dass für die überwiegende Anzahl der Kirchentouristen nicht nur unmittelbare nutzungsbezogene Nutzenwerte von Kirchenbauten von Belang sind, sondern auch Werteattribute, die über die punktuelle touristische Nutzung hinausgehen und auf den Erhalt der betreffenden Kirchenbauten abzielen („Erhaltungswerte“). Die vorliegende Arbeit plädiert für den Einbezug von Nutzungs- als auch Erhaltungswerten in die touristische Angebots- und Kommunikationspolitik. Damit liefert sie einen Ansatz für ein wertebasiertes Attraktionsmanagement von Kirchenbauten und anderen (religiös-)kulturellen Tourismusattraktionen.