Submitted by João Roberto Lo Turco Martinez (joaoadm01@yahoo.com.br) on 2012-10-30T15:30:51Z No. of bitstreams: 1 Tese- João Roberto Lo Turco Martinez.pdf: 8746959 bytes, checksum: 89a49d1f04686525afd0e60e1d448843 (MD5) / Rejected by Suzinei Teles Garcia Garcia (suzinei.garcia@fgv.br), reason: João boa tarde, aguardo a tese sem as linhas. Grata, Suzi on 2012-10-30T16:08:58Z (GMT) / Submitted by João Roberto Lo Turco Martinez (joaoadm01@yahoo.com.br) on 2012-10-30T16:35:35Z No. of bitstreams: 1 TESE DE DOUTORADO - João Roberto Lo Turco Martinez.pdf: 8706430 bytes, checksum: 413836a0d7be80ae23784a5f2566be8d (MD5) / Approved for entry into archive by Suzinei Teles Garcia Garcia (suzinei.garcia@fgv.br) on 2012-10-30T16:38:36Z (GMT) No. of bitstreams: 1 TESE DE DOUTORADO - João Roberto Lo Turco Martinez.pdf: 8706430 bytes, checksum: 413836a0d7be80ae23784a5f2566be8d (MD5) / Made available in DSpace on 2012-10-30T16:39:47Z (GMT). No. of bitstreams: 1 TESE DE DOUTORADO - João Roberto Lo Turco Martinez.pdf: 8706430 bytes, checksum: 413836a0d7be80ae23784a5f2566be8d (MD5) Previous issue date: 2012-10-25 / Este trabalho tem como objetivo entender e testar a relação entre confusão por excesso de informação, vulnerabilidade do consumidor e disposição a pagar. Para isso, primeiramente foi desenvolvida uma escala de vulnerabilidade do consumidor com base nas estratégias de enfrentamento resultantes da vulnerabilidade (desatamento, distanciamento e fantasia). Então, foi realizado um experimento, no qual se manipulou a quantidade de informação e a informação vital e obtiveram-se aleatoriamente quatro grupos (confuso com informação vital, confuso sem informação vital, não-confuso com informação vital e não-confuso sem informação vital). Em seguida, foi medida a disposição a pagar e o escore de vulnerabilidade destes grupos. Como principais resultados conclui-se que o consumidor confuso tem sua disposição a pagar aumentada em relação ao não-confuso e que, o consumidor confuso que recebe informação que seja vital para sua decisão tem sua disposição a pagar aumentada ainda mais em relação ao grupo confuso que não recebeu a informação vital e também em relação ao grupo não-confuso. Outra conclusão é que consumidores em estado de confusão tem um maior escore de vulnerabilidade do que consumidores não confusos e que a vulnerabilidade é mediadora da relação entre confusão e disposição a pagar. / This study aims to understand and test the relation between information overload confusion, consumer vulnerability and willingness to pay. For this, first I developed a consumer vulnerability scale based on coping strategies resulting of vulnerability (disattaching, distancing and fantasy). Then, it was realized an experiment, in which I manipulated the quantity of information and the vital information obtaining so randomly four groups (confused with vital information, confused without vital information, not confused with vital information and not confused without vital information). After that, I measured the willingness to pay and the vulnerability score of the groups. As main results I conclude that the confused consumer has a higher willingness to pay in relation to the not confused consumer, and that the confused consumer that received the vital information has higher willingness to pay than the confused consumer that not received and also than the not confused consumer. Another conclusion is that consumers in confusion state has higher vulnerability score than the not confused one and that the vulnerability is a mediator of the relation between confusion and willingness to pay.

Doctor of Philosophy / Department of Agricultural Economics / John A. Fox / Mail surveys are used to gather information in order to make inferences about populations. This study examines cost effective methods to maximize response rates to a mail survey. A consumer mail survey was developed and used to study consumer demand for safer foods. In addition, the study will verify if additional responses from follow-up mailings changes econometric analysis results, thus validating follow-up mailing costs. A test was created to maximize response rates and incentives were used in both mailings. An Ordinary Least Square (OLS) model was developed to analyze response rates and mail survey costs while a willingness to pay model and an ordered probit were used for the consumer demand analysis. Results showed that when a consumer survey was sent to a city within the school's state no incentive should be included while if sent to a city outside the school's state an incentive should be included. Moreover, if the outcome from the first mailing resulted in a low response rate a monetary incentive should be included in the follow-up mailing to increase response rates. Results from the consumer willingness to pay for irradiated salad greens showed that consumers are willing to pay higher prices for irradiated salad greens. Furthermore, results showed that there is no statistical difference between the coefficients, in both the willingness to pay and the ordered probit, from the model using additional observations from follow-up mailing and the model that included only observations from the first mailing. Even though coefficients were not statistically different in the ordered probit, significance of the marginal effects for some variables were different between models.

This thesis analyses stated preferences for 4 different types of passenger ve- hicles (conventional, hybrid electric, plug-in hybrid, and battery electric vehi- cles). The discrete choice experiment survey was conducted in Poland in 2014. With the use of latent class model it was possible to identify and describe dis- tinct segments in the population with varying preferences for the propulsion technologies: groups with strong and weak preferences for conventional vehi- cles, segments preferring pure hybrid and plug-in hybrid electric vehicles, and a class in favour of battery electric vehicles. Even though it was found that on average consumers would require compensation up to 22,200zł (e5,311) to switch to using an electric vehicle, respective segments in the population would be willing to pay around 10,100zł (e2,417) for this change in case of pure hy- brid, around 21,400zł (e5,128) in case of plug-in hybrid, and around 92,800zł (e22,199) in case of battery electric vehicles.

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.