Pendant plusieurs années, les aménagements de la voirie urbaine ont été adaptés à un accroissement continuel de la circulation automobile avec l’élargissement des emprises roulables et la prédominance du noir des revêtements bitumineux. Or, la route accueille maintenant des usagers variés. Elle doit donc tenir compte de tous ces utilisateurs, leur donner la place qui leur revient et réussir à les faire cohabiter. La route doit mettre en valeur les territoires qu’elle traverse, tout en répondant à sa mission première qui est de desservir adéquatement les communautés avoisinantes. Il faut concevoir des routes de façon à ce que les conducteurs de véhicules motorisés fassent naturellement ce qu’on attend d’eux. Les revêtements colorés peuvent être utilisés pour créer des ambiances urbaines, renforcer l’identité d’une ville et faciliter la lecture des espaces. Plusieurs nouveaux aménagements routiers, allant des carrefours giratoires aux stationnements en passant par la signalisation et toutes les mesures qui permettent de modérer la circulation, sont à la disposition des concepteurs. De plus, dans un contexte de développement durable, de nouvelles techniques routières ont fait leur apparition. Parmi celles-ci, en plus des revêtements colorés, il y a les enrobés tièdes. Cette thèse, basée sur une trentaine d’années de recherches, d’enseignements, de réalisations et d’observations à travers le monde, présente ces nouveaux aménagements routiers et ces nouveaux matériaux / For years, the development and maintenance of urban road systems responded to a continuous increase in automobile traffic by extending the network, with the blacktop for asphalt pavements taking the lead. However, the road now serves a wide variety of users, which it must now satisfy even as it struggles to meet their competing end goals. The road must enhance the landscape, while adequately serving the surrounding communities. Road design must be realized in a manner that allows drivers to perform what is expected of them naturally. Coloured bituminous surfaces can be used to create urban atmospheres, to reinforce the identity of a city, to facilitate the reading of spaces, to support the cohabitation of different users and to identify different places. Several new road engineering measures, such as roundabouts, parking, traffic signs and traffic calming measures, are now available to urban planners, traffic engineers and road designers. Furthermore, in the framework of sustainable development, new road techniques have emerged, including coloured bituminous pavements and a variety of warm mix asphalt techniques. This thesis, wich is based on thirty years of research, teaching, accomplishments and observations from around the world, presents these new road management measures and materials

汽車貨運業一直以來都為台灣的經濟帶來極大的貢獻，雖然之前相關的研究提供了這個產業許多價值，但是目前還沒有是針對汽車貨運公司主要所載的商品來做研究，如此的把所有汽車貨運公司一視同仁忽略了承載不同的商品有不同的競爭程度的事實，倒置這些研究所提出來的架構無法解釋許多這個產業裡發生的現象。 將會焦點放在承載鋼鐵的汽車貨運公司，這份研究延伸策略管理的相關文獻來了解這個產業的運作，以質性研究之案例研究法來了解是什麼因素影響了公司表現、公司行為，以及產業所衍生的問題。研究發現產業的狀態，公司所擁有的資源，與正式和非正式的制度錯中交雜的影像了產業間的行為與競爭程度，所以管理者應該避免過度專注於某一層面的策略，他們應該在擬定策略時考慮到策略管理中的產業基礎理論、資源基礎理論、與制度基礎理論。 / The trucking industry has been a major contributor to Taiwan’s economy for decades. Previous research concerning strategic management practiced in the industry, while insightful, did not pay enough attention to the specific commodity primarily carried by trucking companies. The generalization that all trucking companies carry the same commodity neglects the fact that competitive intensity varies considerably within the industry depending on the commodity carried. Consequently, many phenomenons could not be explained using frameworks from previous researches. This study concentrates on trucking companies primarily carrying steel and extends various disciplines from the strategic management literature to the trucking industry. Using the qualitative method of case study, this research attempts to understand the underlying drivers of firm performances and behaviors in addition to challenges faced by the industry. The findings suggest that industry conditions, firm resource portfolio, and formal and informal institutions collectively affect the behaviors and competition in the industry, therefore managers should avoid focusing on a single strategy and bear in mind the industry-based view, the resource-based view, and the institution-based view.

A severe capital shortage in South Africa during the 1980s resulted in significant losses for both freight and passenger rail, which gave rise to cutbacks in new investments for rail. By 1986 expenditure on fixed rail assets was reduced from R1.44 billion to R500 million; this was the beginning of the decline of freight rail. During this period freight transport was deregulated and road freight used this opportunity to compete with rail transport in the same market segment by transporting bulk goods on long hauls. The result of this was an increase in truck traffic on the roads, causing a negative impact on the conditions of the road and placing freight rail in a continuous decline, leading to the obsolete state of the rail infrastructure, rolling stock and its under-utilisation. This had a detrimental impact on freight rail and the economy. Having realised the extent of the problem, government, through the Department of Transport (DoT), decided to intervene by changing the current model of the freight transport system. To that effect the DoT is in the process of developing a National Rail Policy, with the main focus being to encourage the shift of freight transportation of bulk commodities from road to rail. As the National Rail Agency, Transnet undertakes all South Africa‟s freight rail operations through its Transnet Freight Rail (TFR) division. As such, TFR is ultimately responsible for the implementation of the road to rail implementation project. To that effect, TFR developed the MDS to revitalise itself and ensure its success. The objective of this research is to (a) assess the capacity of TFR to successfully implement the road to rail policy; (b) determine whether the implementation of road to rail will lead to freight rail efficiency and competitiveness, reliability and sustainability; and (c) establish the industry‟s reaction towards the shift from road to rail. In order to respond to the research question, qualitative research was chosen as the most appropriate approach. This facilitated an in-depth exploration and understanding of the issues around the road to rail project including how the industry feels about the issue, as well as an exploration of other possible alternatives which could provide the same or better results in a simpler and more effective manner. This research may serve as additional information for authorities to consider during the implementation of the road to rail project, and could render a better chance of success. Upon completion of this research the author concluded that Transnet Freight Rail has a good chance of success. The implementation of road to rail is being given adequate attention. Integration is possible as the industry welcomes and supports the road to rail programme, in fact a number of collaboration agreements already exist between rail and other transport modes. This will enable Transnet Freight Rail to achieve efficiency, sustainability and a competitive advantage within the seven year timeframe of the MDS. / Graduate School of Business Leadership (SBL) / M. B. A. (Business Leadership)

This thesis aims to find an optimal method for the creation and evaluation of the investment and use this method in the analysis of a specific investment objective. Was chosen option to acquire an investment bank loan with 30% participation and recovery time of three, respectively. four years, finance lease with a 30% repayment of outstanding recovery time also with three, respectively. four years, own resources. Other variants were designed alternative to hiring a car transport and rental vehicles through operating leases. Based on the discounted cash flow is optimal variant chartered transport. Acquisition of investments (new vehicles) is disadvantageous for the company.

The industrial council agreement for Motor Transport Undertaking (Goods) in the Transvaal will be in force until 1990. Wages are negotiated annually, for implementation in January, but a compulsory arbitration provision comes into effect if there is a deadlock. This document is prepared to assist the Transport & General Workers Union in providing factual information to the arbitrator to back up the demand for a substantial wage increase. The union has rejected a final offer from the employers of an eight and a half percent increase in January 1988. Unfortunately, we have not received the wage demands of the union, so our report is not as focused as it should be.