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Yoshida, Phyllis Genther. "A history of Japan's government-business relationship the passenger car industry /." Ann Arbor : Center for Japanese Studies, University of Michigan, 1990. http://catalog.hathitrust.org/api/volumes/oclc/20825489.html.
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Roy, James A. "Support pending, the Canadian autoworkers' struggle for adjustment assistance at a time of industrial change, 1960-1965." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 2000. http://www.collectionscanada.ca/obj/s4/f2/dsk2/ftp03/MQ52365.pdf.
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Nguyen, Hoa Quynh. "The Relationship between Cars, Roads and Mortality Rates in the United States in the Early 20th Century." Diss., The University of Arizona, 2015. http://hdl.handle.net/10150/578693.
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The automobile transformed life in America, but there has been very little quantitative analysis of the diffusion of the automobile in the 1920s and 1930s. In my first chapter, I compile a new county panel data set with car registrations and highway miles for the 1920s and 1930s to examine the interaction between automobiles and the building of highways in three states Indiana, Pennsylvania and Wisconsin. I find that a 10 percent increase in state highway miles leads to a one percent increase in car registrations. If the Federal government helped states double their state highway miles in 1930, the number of automobile registrations in 1942 would have increased by about 63 percent at the county level. Using the same instrumental variable with Chapter 1, I discuss the relationship between the diffusion of motor vehicles on farms and farms' access to good roads in Chapter 2. A ten percent increase in farms' access to hard roads leads to 0.8 percent increase in the number of automobiles on farms, and three percent increase in the number of trucks on farms. The impact of having access to gravel/shell/clay roads on farms' truck adoption is also about three times higher than that on farms' automobile adoption. Together with the rapid automobile adoption, deaths from infectious diseases have declined in the U.S during the 20th century. The 3rd paper examines the relationship between rapid automobile adoption and the fall in mortality rates, with a focus on infant mortality in the early 20th century. Cars replaced horses and reduced the number of horse stables in the cities, along with the manure that nourished generations of flies, the key carriers of the germs and bacteria responsible for infectious diseases. This trend helped to improve sanitation on a macro (urban) and hygiene on a micro (individual) level, especially in large, crowded cities. This, in turn, drove down deaths from those diseases.
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Yu, Linhui, and 余林徽. "Two essays on price movement across China's regions." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2010. http://hub.hku.hk/bib/B43703860.
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Spell, Sabine. "Japanese automobile lobbying in Brussels : the role of the Japanese motor car industry in EU policy networks." Thesis, University of Stirling, 2000. http://hdl.handle.net/1893/2390.
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This study examines the lobbying by the Japanese automobile industry in the European Union. It investigates how the Japanese automobile industry interacts with the decision-making authorities in Brussels in its attempts to influence the policy process of the European Union. In the post-war period the Japanese automobile industry has expanded into all major world markets and plays an important economic and political role in these. However, until the 1990s, the Japanese automobile industry enjoyed hardly any interaction with the policy making institutions of the European Union. This has changed dramatically in the last decade but, thus far, the process has not been subject to any empirical investigation. This study, which is largely based upon interviews with the major actors in the process of interaction between the governing institutions and the automobile industry in the EU, aims to correct this deficiency. This thesis employed the policy network concept as a framework to develop an understanding of this particular case of government-interest group interaction. The thesis investigated whether the Western concept of policy networks could successfully be applied to the Japanese automobile industry as a non-western actor in the unique system of governance of the EU. By doing so, the thesis has demonstrated that the policy network concept is not a purely Western construct, but can be applied with equal validity to the case of Japan. Therefore, this thesis has taken an importani. a step towards proving the universal applicability of the policy network concept.
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Zhang, Michael Mingliang. "From the Volkswagen to the V-1: Ferdinand Porsche and Challenges of the Nazi Past." Scholarship @ Claremont, 2017. http://scholarship.claremont.edu/cmc_theses/1569.
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This study examines Ferdinand Porsche’s activities during the Third Reich. Ferdinand Porsche (1875-1951) was an engineer who became best known as the founder of Porsche AG, one of the most profitable car manufacturers in the world. Between 1933 and 1945, Porsche collaborated closely with the National Socialist regime in Germany. Prior to the start of the Second World War in September 1939, Porsche designed the Volkswagen Beetle on behalf of Adolf Hitler, and oversaw the factory dedicated to manufacturing the Volkswagen. During the Second World War, Porsche transformed the Volkswagen factory into an important site for armament production, and designed various military vehicles; with both undertakings, his company exploited involuntary workers. After the Second World War, Porsche was interrogated by American and British occupying forces and imprisoned by the French government. After his release from France in August 1947, he went on to design the first sports car displaying the Porsche marque and help build an automotive empire. This study emphasizes Ferdinand Porsche’s relationships to leaders of the National Socialist regime, namely Adolf Hitler, Heinrich Himmler, and Hermann Göring. Porsche utilized such relationships to further his personal interests. This study also considers the limited response of Porsche AG to this challenging history.
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Veilleux, Denis. "La motorisation, ou, "La rançon du progrès" : tramways, véhicules-moteurs et circulation (Montréal, 1900-1930)." Thesis, McGill University, 1998. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=35641.
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The subject of this thesis is a technology, the motor vehicle, that greatly affected our society. Between 1900 and 1930, motorization progressed rapidly in the Montreal area as the motor vehicle became a dominant mode of urban transportation. But to reach such a status, the new technology needed more than an increasing number of people adopting it. Because the street was already occupied by different users, automobile drivers had to impose the motor car on it. Above all, it was with tramway promoters that they had to "negociate".This negotiation related to both the space available in the street and the movement of vehicles. Concerning space, the omnipresence of tramways and their installations along with the parking of motor vehicles, particularly in the downtown area of Montreal, led to suggestions of wide boulevards and subway systems as possible solutions. The fact that tramways had priority in traffic and could not be passed by motor vehicles constituted major obstacles for motorists anxious to benefit from the motor car. By the end of the 1920s, conflicts were so intense that the notion of progress was used to promote both the motor vehicle and the tramway.
These conflicts over the sharing of streets had other implications. First, different sections of Montreal's elite favoured one technology over the other. On the one hand, motorists were well organized. At the same time, tramway concerns were determined to protect their monopoly. This animosity within the elite was intensified by antimonopoly feelings and by dissatisfaction with tramway service. Finally, traffic problems multiplied with motorization: deaths, accidents, law suits and downtown congestion. Traffic became an important preoccupation leading to an increase in police forces and the establishment of numerous organizations dedicated to traffic management.
The popular classes of Montreal were not excluded from these conflicts among the elites. Generally speaking, the entire population was forced to take sides with one group of promoters or the other. Motorization then appears as a factor of division within social classes as well as a phenomenon transcending the barriers between them.
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Faugier, Etienne. "L’économie de la vitesse : l’automobilisme et ses enjeux dans le département du Rhône et la région de Québec (1919-1961)." Thesis, Lyon 2, 2013. http://www.theses.fr/2013LYO20025/document.
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Notre thèse prend le parti d’analyser l’automobilisme dans l’Occident rural durant le XXe siècle. Elle s’appuie sur une étude croisant le département du Rhône en France et la région de Québec au Canada. La documentation est constituée, outre une abondante bibliographie bilingue, de sources gouvernementales issues de fonds d’archives départementaux pour le département Rhône, et, pour la région de Québec, de sources nationales. Celles-ci sont complétées par des périodiques, des revues spécialisées, des sources statistiques et de l’iconographie. La démonstration tente d'éclairer les enjeux, présents dans l'historiographie mais jusqu'ici implicites, de l’adoption de la vitesse automobile et de ses conséquences dans l’espace rural. En croisant les territoires, il s’agit de mettre en évidence comment un objet industriel produit en ville – l’automobile et ses déclinaisons – modifie le paysage rural et l’exploitation agricole, les mentalités et les pratiques de mobilité.Ce travail montre que les mutations imposées par l’automobilisme sont, quoique moins visibles parfois, bien plus nombreuses et complexes au sein du monde rural qu'elles peuvent l'être dans l’espace urbain. Il présente également la rapidité avec laquelle les populations rurales ont adopté ce mode de transport : la question de l’antiautomobilisme rural est largement repensée et une attention est portée aux impacts socioculturels de la mécanisation agricole. Enfin, les développements étayent la représentation admise que la vitesse automobile s’inscrit dans un système logique et cohérent qui révolutionne à la fois les modes de déplacement, l’appréhension du territoire, les pratiques sociétales et, enfin, les mentalitésOur thesis analyzes automobilism in the rural West during the twentieth century. It is based on a study crossing the Rhône region in France and Quebec area in Canada. Our documentation relies on archives for the Rhône region and national sources for Quebec area. These are supplemented by periodicals, reviews, statistical sources and iconography. Our demonstration wishes to answer to the question of the adoption of speed and its consequences in rural areas. By crossing territories, it highlights how an object produced by industrial city – the automobile and its variations – changes the rural andagricultural landscape, attitudes and practices of mobility. This work show that mutations about automobilism are much more numerous and complex in the rural than in urban areas. It also highlights the relative speed with which rural people have adopted this mode of transport: rural anti-automobilism is reevaluated and sociocultural impacts of mechanization are underlined. Finally, it posits the idea that the car speed is part of a logical and coherent system that is revolutionizing the mode of travel, but also and especially the space occupied and attitudes
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Fried, Spencer J. "Pursuing the Preservation of Place: The Automobile’s Significance to Los Angeles’ Physical Character and the Opportunity for its Continued Existence." Scholarship @ Claremont, 2015. http://scholarship.claremont.edu/cmc_theses/1152.
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Transportation is a discussion of the utmost concern in Los Angeles. The automobile poses great detriment to the environment, people’s economic stability, and the health and safety of the community. A conversation that has, however, been absent from the discussion on transportation is the particular cultural and historical significance and value of the automobile to Los Angeles; it has been seldom discussed that the automobile has been extremely influential to the physical character of the city deems it an object worth preserving. Unlike the literature that exists, this thesis specifies and details ways in which the automobile has influenced and continues to influence the urban context and architecture of Los Angeles. Simultaneously, this thesis discusses the means by which the automobile can be preserved and repurposed into an object contributory to the city’s plans for a sustainable future. By the reevaluation and reinterpretation of the car and car culture, the city would be in effect capable of reclaiming its title as the model future city, a title it achieved and also eventually lost during the 20th century in large part because of the automobile. This thesis further contributes to the greater comprehension of the context of Los Angeles and revives a conversation about the city’s potential to be a precedent for other cities.
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Loubet, Jean-Louis. "Les automobiles Peugeot : histoire d'une entreprise, 1945-1973." Paris 10, 1988. http://www.theses.fr/1988PA100080.
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L’histoire des Automobiles Peugeot est un exemple de croissance et de réussite industrielle. Trois époques montrent les étapes de l’évolution de l’entreprise. Au lendemain de la guerre, les pénuries, la situation sociale, la concurrence de constructeurs moins touchés par la guerre et l’intervention accrue de l’Etat constituent les difficultés que la firme doit maîtriser. Avec modèle unique de gamme moyenne, l’entreprise évite la concurrence, concilie ses intérêts aux désirs des planificateurs, préfère le profit au volume de production et ainsi retrouve son potentiel d’avant-guerre en 1950. La réussite des années 1950-65 repose sur trois facteurs : un bon produit à la fois robuste, peu couteux à l’utilisation et rentable ; des usines performantes qui permettent de maintenir la qualité et de lutter contre les couts de fabrication, enfin un écoulement aisè sur le marché intérieur. Menée jusqu’en 1964, cette politique assure une croissance régulière et prudente. Elle convient à une firme dont les dirigeants vivent dans la hantise de la crise. Pourtant, l’évolution des marchés, la mévente de 1964-65, et la crise sociale du milieu des années 60 vont remettre en cause une politique riche de succès mais issue de conditions économiques anciennes. Une nouvelle adaptation est nécessaire. De 1965 a1973, Peugeot entreprend trois grandes réformes. D’abord, le groupe se restructure autour d’une société holding, P. S. A. Ensuite, le constructeur spécialisé devient généraliste. Il propose une gamme de produits pour des raisons de productivité, d’ouverture des marches et de hausse de la fiscalité automobile. Enfin Peugeot prend une dimension internationale en s’associant avec Renault. De 1945 à 1973, le succès de Peugeot vient de ses dirigeants qui ont senti l’évolution des marchés, montre un sens aigu du produit et adapté l’entreprise à une économie en pleins mutationsThe history of Automobiles Peugeot is a striking example of growth and industrial achievement. Three periods illustrate the various stages of the company’s development. Among difficulties the firm had to overcome in the post war years are shortages, the social situation, the competition among car manufacturers who had suffered less from war and growing state intervention. Thanks to a single medium-range model the company managed to curb competition, to reconcile its interests with the wishes of economic planners, preferred profit to volume of production and thus regained its pre-war potential in 1950. The success of the years 1950-65 is based on three factors: a good quality product which was both profitable and cheap to run, efficient manufacturing plants which both ensured quality and cut production costs, a steady demand on the domestic market. This policy which was carried out until 1954 ensured a steady and cautious growth. It suited a company whose managers lived in constant fear of recession. Yet this successful policy which had stemmed from a traditional economic set-up was questioned by the evolution of the market, a slump in sales (1964-65) and the social crisis of the mid’sixties. A new adaptation was necessary. From 1965 to 1973, Peugeot took three major steps. First the different companies of the group were merged to become a holding company P. S. A. Then the specialized car manufacturer introduced a complete range of products in order to increase productivity, find new markets and meet the higher taxation on cars. Lastly, Peugeot took up an international dimension by joining with Renault. On the whole, the firm’s success from 1945 to 1973 was mainly due to its sound management thanks to its directors who foresaw the evolution of the market and adapted the firm to an ever transforming economy
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Loubet, Jean-Louis. "Les Automobiles Peugeot histoire d'une entreprise, 1945-1973 /." Lille 3 : ANRT, 1989. http://catalogue.bnf.fr/ark:/12148/cb376154435.
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Debrosse, Daniel. "La reprise de Dacia par Renault : 1998-2003 histoire d'une aventure humaine, industrielle et commerciale." Evry-Val d'Essonne, 2007. http://www.biblio.univ-evry.fr/theses/2007/interne/2007EVRY0034.pdf.
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Le 2 juillet 1999 Renault achète 51 % du capital du constructeur automobile roumain Dacia, en vue d'en faire sa seconde marque d'automobiles destinée aux "nouveaux marchés" et d'y fabriquer la Logan. L'étude retrace les péripéties qui ont jalonné la période des négociations, aboutissement d'un lent processus de convergence entre la politique roumaine de privatisation de son industrie automobile et la politique d'internationalisation de Renault en direction des "marchés émergents". Cette période voit la naissance de Logan, ce véhicule "moderne, fiable et abordable", voulu par le Président Schweitzer et fer de lance de la conquête des "nouveaux marchés". L'étude se concentre sur l'analyse des trois composantes, humaine, industrielle et commerciale de la modernisation de Dacia durant la période 1999 - 2003. D'une part, l'ajustement progressif des effectifs qui ont évolué de 28 000 personnes à quelque 16 000 personnes en l'espace de quatre années. D'autre part, la modernisation d'un outil industriel vétuste, recentré sur les deux "métiers" de la fabrication de groupes moto-propulseurs et le montage de véhicules. Et, enfin, la refonte totale du réseau roumain de commercialisation des marques Dacia, Renault et Nissan, soutenu par un système original de distribution des véhicules. Loin d'avoir été un "long fleuve "tranquille", cette opération s'est déroulée dans un contexte d'évolution très rapide d'un marché, encore demandeur en 1999, vers un marché offreur, face à la concurrence, devenue très agressive, des véhicules européens d'occasion importés. L'accompagement de Dacia par les fournisseurs du "panel" Renault", fortement sollicités pour s'implanter en Roumanie, s'est concrétisé très progressivement. Pendant cette période, la modernisation d'une partie de la gamme de Dacia a cependant permis d'assurer la survie de la marque sur le marché roumain tout en rodant l'ensemble des processus de l'entreprise élargie, en vue de la production de LoganOn september 29th 1999, Renault buys 51% of the capital shares of Dacia, the romanian automobile manufacturer. This study covers this operation over a period of five years, from 1998 up to 2003, after reminding the reader with the long lasting process of convergence between the Renault strategic move towards the so-called "emerging countries" and the romanian privatization politics of its domestic automobile industry. The study concentrates itself on the analysis of the human, industrial and commercial aspects of this operation. The survival of the brand was made possible by the upgrade of two products of the existing range as long as the progressive adjustment of the working force from 28 000 to 16 000. The study gives large details about the Piteşti plant modernization and the complete reshuffling of the network of private dealers for the marketing of Renault Dacia and Nissan brand products. Far from a "long quiet river", the Dacia operation took place in the turmoil of a rapid market evolution, fueled by large volumes of imported european used cars. The cooperation of the Renault panel of suppliers took shape at a slower pace than expected. In spite of these adversed conditions, Dacia maintained its leadership on the domestic market, thus paving the way for Logan, this "modern, dependable and affordable" vehicle
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Baby, Luc. "Le marché de la carrosserie à Paris dans la deuxième moitié du XVIIIe siècle à travers les "affiches annonces et avis divers" : l'approche d'une industrie de luxe, de corps de métiers variés, de la société, et des rapports avec les carrossiers des pays européens." Montpellier 3, 2006. http://www.theses.fr/2006MON30057.
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Le marché de la voiture à Paris dans la deuxième moitié du XVIIIe siècle, peut être abordé, malgré leurs limites, par les annonces des Affiches de Paris. Produit de luxe, composé de voitures neuves et de « hazard », il est en progression constante au cours de la période grâce à l’enrichissement des élites et au développement du cabriolet, pour s’effondrer au moment de la Révolution. Il fait l’objet d’importations et d’influences d’Allemagne, puis d’Angleterre mais aussi d’Italie et de Bruxelles, et d’exportations dues à la renommée de la carrosserie française. Il concerne tous les types de voitures adaptés aux exigences de la vie sociale et fait appel à la sécurité, à la souplesse et à la mode, qui suit celle des arts décoratifs. Acquéreurs et vendeurs, au cours des années, s’échelonnent du roi et de la famille royale aux bourgeois enrichis. Il est le fait des artisans privilégiés et des maîtres des corps de métiers, de marchands qui, à partir des années 1770, créent des magasins spécialisés. Ce marché témoigne de l’évolution d’un objet de luxe qui est un élément insigne des arts décoratifsThe success of the carriage market in the second half of that century in Paris can, in part, and despite its limitations, be put down to advertising by posters “Affiches de Paris”. This de luxe product made up of new designs and some good fortune, continued its upward progression during those times when the ‘Elite’ were growing richer and the soft top (cabriolet) coach was being developed, only to be followed by total collapse of the industry at the commencement of the French Revolution. The manufacture was the subject to German imports and influences followed by English and also Italian and Belgian ideas. Its export business was founded on the excellent reputation of French coach bodywork builders. This market covered all types of coaches which were appropriate to demands made by social lifestyles, safety, gracefulness and encompassed the latest fashion. Buyers and sellers over the years have included everyone from kings and other royalty to the newly wealthy middle classes. It is a product made by specialist tradesmen and master craftsmen who since 1770 have developed highly specialist workshops. This market has witnessed the evolution of a luxury product into a badge of honour of the decorative arts (or art-deco)
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Ben, Aissa Hazem. "La Démarche sociotechnique chez Renault : histoire, diagnostic et logiques d'évolution." Paris, ENMP, 2002. http://www.theses.fr/2002ENMP1129.
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RAMÍREZ, PÉREZ Sigfrido M. "Public policies, European integration and multinational corporations in the automobile sector : the French and Italian cases in a comparative perspective 1945-1973." Doctoral thesis, European University Institute, 2007. http://hdl.handle.net/1814/25416.
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Defence date: 21 December 2007Examining board: Prof. Luciano Segreto, Università degli Studi di Firenze ; Prof. Patrick Fridenson, Ecole des Hautes Etudes en Sciences Sociales, Paris ; Prof. Giovanni Federico, EUI Department of History and Civilization (HEC) ; Prof. Bo Stråth (supervisor) EUI HEC/Robert Schuman Centre
PDF of thesis uploaded from the Library digital archive of EUI PhD theses
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Hatzfeld, Nicolas. "Organiser, produire, éprouver : histoire et présent de l'usine de carrosserie de Peugeot à Sochaux, 1948-1996." Paris, EHESS, 2000. http://www.theses.fr/2000EHES0014.
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Cette thèse étudie l'usine de carrosserie de Peugeot a Sochaux, qui regroupe les chaines de montage des voitures, entre 1948 et 1996. Société fondée sur la production, l'usine est une organisation composite faite de technique et dont le fonctionnement guide les ajustements et les conflits. Les approches croisent sources écrites internes à l'établissement, sources orales et observation participante. La première partie examine le présent (1996). La tenue de postes d'ouvrier montre l'organisation fragmentée et réticulée du travail. L'équipe et sa structuration conduisent à l'étude des institutions de l'usine concernant la qualité, la flexibilité, la productivité du travail. L'agencement des collectifs ouvriers suit l'interaction entre l'organisation du travail, les trajectoires personnelles et les compositions identitaires. La seconde partie porte sur la période 1948 - 1970 marquée par l'expansion de l'usine et la diversification de sa production. Elle utilise notamment des rapports mensuels du directeur dont elle suit le regard "technique" porte sur la réalisation des objectifs de production a travers trois axes : a) la gestion du personnel et l'évolution de la relation salariale ; b) les installations régissant le flux de production, les contraintes et les arrangements qui en découlent ; c) l'emprise croissante du bureau des méthodes sur l'atelier et sur le travail ouvrier. La troisième examine les années 1970-1992 a partir de dossiers constitues par des responsables sur des questions : 1) les changements apportes a la relation salariale dans les années 1970 ; 2) la vague d'amélioration des conditions de travail durant la même période ; 3) les retournements de perspective survenus entre 1978 et 1983 : le repli du site, l'avènement d'une coordination informatique de production, les reformes de la productivité et de la qualité ; 4) la formation et la mise en œuvre du projet de nouvelle usine en 1989.
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Ryburn-LaMonte, Terri Simms L. Moody. "Route 66, 1926 to the present the road as local history /." Normal, Ill. Illinois State University, 1999. http://wwwlib.umi.com/cr/ilstu/fullcit?p9960423.
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Thesis (D.A.)--Illinois State University, 1999.Title from title page screen, viewed July 28, 2006. Dissertation Committee: L. Moody Simms (chair), M. Paul Holsinger, Dolores Kilgo, Lawrence W. McBride. Includes bibliographical references (leaves 333-346) and abstract. Also available in print.
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Leclou, Laurent. "L'union technique de l'automobile et du cycle : une autre histoire de l'automobile." Thesis, Evry-Val d'Essonne, 2011. http://www.theses.fr/2011EVRY0010.
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Les entreprises et l’État sont des acteurs majeurs de l’industrie automobile. Mais il y a d’autres formes d’organisations jouent un rôle qui est parfois sous-évalué. L’automobile étant un secteur en perpétuelle évolution, l’histoire permet de mieux comprendre les relations qui s’y construisent à des moments charnières et qui s’enracinent dans le temps. Cette recherche doit permettre de mesurer l’importance de l’Union technique de l’automobile et du cycle dans l’évolution de ce milieu depuis la fin de la Seconde Guerre mondiale jusqu’aux années 1980. En effet, c’est au cours de ces années que cette branche d’activité connaît ses transformations les plus importantes. Tout en révélant les conditions de créations de l‘organisme, cette étude s’attache également à révéler le rapport entre les ambitions du centre technique et la réalité économique et industrielle d’un secteur en perpétuelle mutation. Fruit du dirigisme vichyste, et finalement organe des constructeurs privés, l’UTAC est aussi un miroir de la transformation matérielle de l’automobile au cours de la seconde moitié du vingtième siècle. Alors qu’elle doit permettre à l’État d’exercer un contrôle sur les entreprises du secteur automobile, elle finit par devenir un instrument des constructeurs privés. D’organisme de recherche, elle est progressivement dirigée vers les missions d’homologation et de normalisation. Si l’UTAC est un miroir du déplacement des enjeux du secteur automobile, son histoire amène un regard neuf sur l’automobile française d’après-guerre, particulièrement dans son approche technique. Cette thèse veut résoudre l’ambiguïté de la définition de cet organisme pour mettre en lumière la complexité des relations économiques et industrielles au sein du monde automobileFirms and governments are main actors in car industry. But other organizations play a role sometimes underestimated. As Car sector evolves all the time, history allows us a better understanding of the relations that are built at important stages and that tend to last in time. This research aims to measure the value of the French organism: Cycle and Car Technical Union during the evolution of the economic era, since the end of second World War to the eighties. It’s definitely during this period that this activity branch has known the most important transformations. While highlighting the genesis of the organism, our reflection is bringing to attention how technical ambitions is dealing with industrial and economic reality of a sector that evolves constantly. Born from Vichy government will to organize this economic sector to, his use as a tool by the private sector, the “UTAC” remains a real car transformations mirror during the second part of the twentieth century. Besides she has a state mission of control over car sector firms, this body ends as an instrument for private constructors. From organism and research, she has, step by step, mutate into ratification and standardization missions. Considering UTAC as a mirror of the evolution of the stakes of car sector , his history brings us to a new point of view on French after War car economic sector, and in particular on a technical angle. Our reflection puzzle throught the ambiguity of this organism structure to have a closer look into the complexity of industrials and economic relations that occurs in car sector
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Hall, Jacob Dean. "The myth of the motor city: urban politics, public policy, and the suburbanization of Detroit's automobile industry, 1878-1937." Diss., University of Iowa, 2013. https://ir.uiowa.edu/etd/2219.
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This dissertation locates the origins of Detroit's urban decline in the second and third decades of the twentieth century, when many of the city's leading automobile manufacturers and wealthier residents relocated to the city's suburbs and resisted incorporation into the city of Detroit. Suburbanization occurred in conjunction with the unprecedented growth in population and undeveloped property, which created major structural problems that Detroit's municipal government was unable to adequately address. Ultimately, the city's urban issues cost the city its ability to maintain its public services and expand its institutions to newly incorporated areas.
Throughout the nineteenth and early twentieth centuries, Detroit's municipal government had provided a comprehensive set of public services--what I refer to as municipal welfare--that were designed to provide for the welfare of the city's growing needy and immigrant working class populations. These institutions were often created because of the failure of the private sector to adequately provide services that were efficient and comprehensive. Detroit's residents and its policymakers mobilized around municipal welfare issues and established a set of innovative publicly owned relief and welfare institutions, including (but not limited to) the city's water works, its Poor Commission, its school system, its markets, its transportation system, and its recreation systems. In this period, the city's residents enjoyed a relatively low cost of living and avoided many of the harshest effects of urbanization that other large cities were experiencing at the turn of the century.
Detroit's municipal welfare system came under severe stress beginning in the 1910s, when much of the region's most lucrative industrial and residential properties became concentrated outside of Detroit's taxable jurisdiction in suburbs including Highland Park, Hamtramck, Dearborn, and Melvindale River Rouge. Because Detroit's government lacked the tax base to accommodate the city's rapidly growing population through its municipal welfare services, the city developed transportation problems, sewage problems, housing shortages, a deteriorating infrastructure, employment problems, increased racial segregation, and a sharp rise in the cost of living. The final two chapters focus on the political career of Josephine Gomon as Executive Secretary to the Mayor and as Detroit's first Secretary-Director of Public Housing to trace the attempts of her and others to maintain the city's commitment to municipal welfare during the 1920s and 1930s. Despite their efforts, when the Depression hit in the late 1920s and persisted throughout the 1930s, Detroit was forced to transfer most of its welfare services to state and federal agencies. The city's municipal welfare advocates lost their political influence in the process, marking the permanent decline of municipal welfare governance in Detroit. World War II and the post war boom temporarily revived the city's economy. However, it masked many of the structural problems that the city's poor and working class residents--many of whom were African Americans and working class mothers--were facing and the city's municipal welfare system had once addressed, setting the stage for the urban crisis that hit the city throughout the second half of the twentieth century.
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Boggs, Joseph. "Prohibition's Proving Ground: Automobile Culture and Dry Enforcement on the Toledo-Detroit-Windsor Corridor, 1913-1933." Bowling Green State University / OhioLINK, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=bgsu1554303806568032.
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Negyesi, Pal. "How the motor museum saw the automobile : curating the automobile as commodity, as design and as social history in Germany and Austria in the 20th century : from national identity to mobility." Thesis, University of Leicester, 2018. http://hdl.handle.net/2381/43055.
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The automobile has defined the 20th century. It has brought along radical changes in mobility, altered the landscape, transformed communities and everyday life. Although this complex object has been shown in museums for over a century, an in-depth academic study which looks at the different institutions and changing curatorial practices around the automobile has been lacking. This thesis charts the evolution of the motor museum in Germany and Austria. Here the motor museum is being defined as a museum where automobiles are displayed. It includes science, technical, industrial museums, local history museums and company museums. This thesis draws upon the work of Lubar (Lubar&Kingery, 1993) and Divall (Divall&Scott, 2001) in order to conceptualise the car as a museum object and as an object of material culture. With the help of fifteen case studies it analyses the different type of museums, their development, their curatorial practices and their permanent and temporary exhibitions, in order to understand the different roles the automobile has played (and is playing) in these institutions. The tension between the static museum and the dynamic automobile is highlighted through specific examples. This thesis considers the role of collections, curators and exhibitions and looks at the automobile as a cultural, political and social sign in museum settings. It contends that the automobile is a complex object with different roles and functions. Therefore the automobile has a multi-faceted appearance in museums, where it is curated in many different, sometimes contradicting ways. Working on the assumption that if we understand the past we can plan for the future, this thesis provides examples on how to solve the tension of displaying a dynamic object in a static setting, thus offering curators a roadmap on planning future exhibitions.
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Martin, Pierre. "Modèle pour la conception immersive et intuitive : application à l’industrie automobile." Thesis, Paris 11, 2014. http://www.theses.fr/2014PA112144/document.
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Cette thèse traite de l’utilisation des technologies de Réalité Virtuelle (RV) dans les activités de Conception Assistée par Ordinateur (CAO). Plus précisément, les travaux de recherche portent sur une approche pour la modification directe et interactive d’objets CAO, notamment adaptée aux processus de conception en industrie. Généralement, les logiciels de CAO requièrent des compétences (expérience et connaissance), à la fois sur les fonctionnalités même du logiciel et les représentations utilisées, ainsi que sur les objets CAO concernés (principalement sur leur historique de construction, savoir de quelle façon ils ont été construits). D’un autre coté, la RV apporte de nouveaux paradigmes d’interaction 3d, tels que l’immersion et la perception multi-sensorimotrice (stéréoscopie, audio 3d, haptique, etc.), et il apparaît nécessaire de disposer de middleware intelligents pour gérer les objets CAO dans ces Environnements Virtuels (EV) immersifs. De précédents travaux ont proposé un mécanisme d’édition implicite d’objets CAO permettant la modification du Graphe d’Historique de Construction (GHC) de ces objets à partir de la manipulation de la représentation visuelle 3d de ces objets. Basé sur un processus d’étiquetage des éléments de frontière (B-Rep), et couplé avec un moteur d’inférence, ce mécanisme décrit un chaînage arrière entre ces éléments de frontières et les opérateurs d’un GHC. Cependant, cette approche avait pour limite majeure de proposer un modèle particulier de GHC, ce qui l’empêchait d’être intégrée à des systèmes CAO fermés ou commerciaux tels que ceux utilisés dans l’industrie et en particulier l’industrie automobile. Notre première contribution consiste donc en la proposition d’un modèle et d’une architecture permettant de généraliser ce mécanisme de chaînage arrière à n’importe quel système CAO basé sur les représentations de type B-Rep et GHC. Pour ce faire, nous avons spécifié plusieurs structures d’encapsulation pour la gestion des opérateurs du GHC ainsi que de leurs paramètres, et des composants de B-Rep. Deuxièmement, le précédent étiquetage, désormais attaché à ces structures d’encapsulation et non plus aux éléments de B-Rep directement, a été étendu pour permettre un chaînage arrière multiple. Certains éléments de frontières peuvent en effet être le résultat de plusieurs opérateurs du GHC, être liés à plusieurs éléments "parents", et ainsi plusieurs décisions peuvent être inférées à partir de leur manipulation. Ces avancées rendent possible la modification directe et intuitive d’objets CAO déjà existants (i.e. via le parcours et l’analyse de base de données CAO précédemment créées), en analysant leur GHC et en remplissant nos structures avec les données nécessaires. De plus, le mécanisme de chaînage arrière multiple renforce la capacité du moteur d’inférence, à libérer les utilisateurs, et spécialement les non-experts, de connaissances trop complexes à propos des modèles CAO. Comme preuve de concept de notre modèle, nous présentons un exemple détaillé de notre approche sur le noyau géométrique de CATIA et montrons comment notre modèle permet d’envisager un nouveau concept d’interaction en revue de projet immersive : permettre aux participants de modifier directement les modèles CAO sans quelque interaction sur station de travailThis thesis addresses the use of Virtual Reality (VR) technologies in the activities of Computer-Aided Design (CAD). More precisely, this research focuses on an approach for direct and interactive modifications of CAD objects, an approach which might be adapted to the conception process in industry. Usually, CAD software requires some skills (experience and knowledge), on the software’s functionalities and representations, as well as on CAD objects (principally on their design history, on the way they were built). Moreover, VR technologies bring new interactive paradigms of 3D interaction, such as immersion and multi-sensorimotor perception stereoscopy, 3D audio, haptics, and so on), and one needs intelligent middleware to manage CAD objects in these immersive Virtual Environments (VE). Some previous work proposed a mechanism allowing implicit edition of CAD objects, from the manipulation of their 3D visual representations. Based on a technique of Boundary Representations (B-Rep) elements labelling, and coupled with an inference engine, this mechanism describes a backward chaining of B-Rep elements towards the operators of a dedicated model of Constructive History Graphs (CHG). However, this approach had a major limitation: since it was based on a specific model of CHG, its integration within commercial CAD softwares used in industry (and especially in automotive industry) was far from obvious. Our first contribution is then to propose a data model and an architecture to generalize this backward chaining mechanism to any of CAD system based on B-Rep and CHG representations. In order to do that, we have designed several encapsulations structures, to manage CHG operators and their parameters, and the B-Rep components. Secondly, the previous labelling, now attached to these structures, has been extended to enable a multi backward chaining. Actually, some B-Rep elements may be the result of several CHG operators, and thus, several decisions may be inferred from their manipulation. These improvements make possible to have direct and interactive modifications of existing CAD objects by parsing their CHG to fill our structures with useful data. Moreover, the multi backward chaining mechanism reinforces the ability of the inference engine to free users, especially non-expert ones, from too complex understandings on CAD models. As a proof of concept of our model, we present an detailed example of our approach on the geometric kernel of CATIA and we show how one can consider new concepts of interaction during immersive project reviews: to allow participants to directly modify CAD objects without any interaction on desktop workstation
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Saldibar, Joseph P. "The lost motor city : Indianapolis automobile manufacturers 1900-1966." Virtual Press, 1998. http://liblink.bsu.edu/uhtbin/catkey/1115746.
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This research and documentation project of surviving Indianapolis automobile factories examines the importance of Indianapolis, Indiana, as a center of automobile manufacturing in its early days. Automobile factories appeared in the city as early as 1895, and were often an outgrowth of bicycle or carriage-building companies. This followed a national trend. As the industry grew, Indianapolis firms continued to produce low-volume, high-quality cars instead of the more popular, low-cost cars being produced by Ford and other Michigan-based manufacturers. The recession of 1921 and the Great Depression of 1929 decimated the market for expensive cars and by 1937 all Indianapolis-based firms were out of the automobile business. A number of their production facilities remain and are employed in a variety of uses. This project documents these buildings and recommends a range of adaptive re-uses based on successful conversions.Department of Architecture
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Faugier, Étienne. "L'économie de la vitesse : l'automobilisme et ses enjeux dans le département du Rhône et la région de Québec (1919-1961)." Thesis, Université Laval, 2013. http://www.theses.ulaval.ca/2013/29883/29883.pdf.
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L’économie de la vitesse : l’automobilisme et ses enjeux dans le département du Rhône et la région de Québec (1919-1961) Notre thèse prend le parti d’analyser l’automobilisme dans l’Occident rural durant le XXe siècle. Elle s’appuie sur une étude croisant le département du Rhône en France et la région de Québec au Canada. La documentation est constituée, outre une abondante bibliographie bilingue, de sources gouvernementales issues de fonds d’archives départementaux pour le département Rhône, et, pour la région de Québec, de sources nationales. Celles-ci sont complétées par des périodiques, des revues spécialisées, des sources statistiques et de l’iconographie. La démonstration tente d'éclairer les enjeux, présents dans l'historiographie mais jusqu'ici implicites, de l’adoption de la vitesse automobile et de ses conséquences dans l’espace rural. En croisant les territoires, il s’agit de mettre en évidence comment un objet industriel produit en ville – l’automobile et ses déclinaisons – modifie le paysage rural et l’exploitation agricole, les mentalités et les pratiques de mobilité. Ce travail montre que les mutations imposées par l’automobilisme sont, quoique moins visibles parfois, bien plus nombreuses et complexes au sein du monde rural qu'elles peuvent l'être dans l’espace urbain. Il présente également la rapidité avec laquelle les populations rurales ont adopté ce mode de transport : la question de l’anti-automobilisme rural est largement repensée et une attention est portée aux impacts socioculturels de la mécanisation agricole. Enfin, les développements étayent la représentation admise que la vitesse automobile s’inscrit dans un système logique et cohérent qui révolutionne à la fois les modes de déplacement, l’appréhension du territoire, les pratiques sociétales et, enfin, les mentalités.The Economy of Speed: Automobilism and its Stakes in the Rhône region and the Quebec Area (1919-1961) Our thesis analyzes automobilism in the rural West during the twentieth century. It is based on a study crossing the Rhône region in France and Quebec area in Canada. Our documentation relies on archives for the Rhône region and national sources for Quebec area. These are supplemented by periodicals, reviews, statistical sources and iconography. Our demonstration wishes to answer to the question of the adoption of speed and its consequences in rural areas. By crossing territories, it highlights how an object produced by industrial city – the automobile and its variations – changes the rural and agricultural landscape, attitudes and practices of mobility. This work show that mutations about automobilism are much more numerous and complex in the rural than in urban areas. It also highlights the relative speed with which rural people have adopted this mode of transport: rural anti-automobilism is re-evaluated and sociocultural impacts of mechanization are underlined. Finally, it posits the idea that the car speed is part of a logical and coherent system that is revolutionizing the mode of travel, but also and especially the space occupied and attitudes. Key-words: speed; automobilism; rural studies; cross-history; France; Quebec; twentieth century; transportation; motorization; mechanization; mobility
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Hsu, Yungtai Alexander. "From the cradle to the craze : a study on China's indigenous automobile industry, 1953-2007." Thesis, University of Oxford, 2010. http://ora.ox.ac.uk/objects/uuid:08fd9bc0-380d-4e8b-b510-6e7919a879c5.
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The Chinese automotive industry has evolved substantially over the last 55 years, in spite of multiple historical and economic hurdles. The change in the governmental policy during 1980s regarding ownership of private automobiles, from prohibition to encouragement, initiated rapid growth in the Chinese automobile industry. In the last two decades, China progressed from being nearly a truck-only producer to becoming a major producer of passenger and commercial cars. Economists consider the time between 2001 and 2007 to be a period of ‘blowout’ in the Chinese automobile industry. To date, little is known regarding this emerging automobile industry: What are the features of Chinese automobile industry? Has the Chinese automobile industry become a global player in its industry and reached economy of scale? How is the indigenous automobile sector different from international joint ventures in China? Have Chinese companies gained full transfer of technology and come to possess the capacity to develop their own designs? The subject is complicated, with many contradictory facts and interpretations. This thesis intends to address these questions by focusing on the Chinese indigenous automobile sector, through its three stages of development, using it as a model to examine the validity of various interpretations. I hope the historical appraisal of the industry’s initial development, its difficulty in transition and the internal-external factors affecting the later growth will help us understand the industrial and technological development of China’s emerging economy.
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Hieber, Nathaniel Paul. "Changes on the Horizon: The Evolution of Transportation Methods and Infrastructure in the American Southwest, 1870-1920." Miami University / OhioLINK, 2021. http://rave.ohiolink.edu/etdc/view?acc_num=miami1619098201581259.
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Berdoulat, Émilie. "Conduite automobile agressive et transgressive : motivation, colère et parcours de vie." Thesis, Toulouse 2, 2012. http://www.theses.fr/2012TOU20123.
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L’agressivité au volant est un phénomène déterminant de société, cependant trop peu étudié. En effet, un à deux accidents graves sur trois seraient attribuables à un comportement agressif en automobile (Deffenbacher, 2001). De ce fait, il paraît important d’étudier ce phénomène d’un point de vue psychologique et psychopathologique afin d’enrichir le champ des connaissances dans ce domaine. L’objectif général de cette thèse, se divisant en quatre études, est (1) d’examiner le rôle joué par les motivations, la colère, la forme d’agressivité et le parcours de vie dans l’étiologie du phénomène de conduite automobile agressive et transgressive, et (2) de nous interroger sur l’existence possibles de différents profils de conducteurs agressifs.Les résultats de ces quatre études attestent d’un intérêt à la fois théorique et pratique d’étudier l’étiologie de la conduite agressive et transgressive. Ils nous mettent sur la voie d’une double piste d’intervention : préventive et réadaptativeAggressive driving is of prime importance in our society, nevertheless there is a lack of research in the area. Indeed, 1 to 2 in 3 serious accidents would be due to aggressive driving (Deffenbacher, 2001). As a consequence, focusing on this issue in both psychological and psychopathological areas appears of prime importance. The general aim of the Ph.d dissertation, divided in 4 studies, was to (1) to examine the role of motivation, anger, type of assault and personal history in the etiology of both transgressive and aggressive driving (2) to examine the possible existence of different profiles of aggressive drivers.The results of the fourth studies highlight how interesting and useful theoretical and practical researches of the etiology of aggressive and transgressive driving are. A double intervention is then warranted: preventive and rehabilitative
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Orselli, Jean. "Usages et usagers de la route : pour une histoire de moyenne durée (1860-2008)." Paris 1, 2008. http://www.theses.fr/2009PA010523.
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Bicyclettes et automobiles pénètrent vers 1900 Ie marche des voitures attelées. Des textes spécifiques visant une meilleure sécurité sont refondus dans Ie Code de fa route de 1921, élabore avec les associations d'usagers. Après 1920, la mobilité croit vivement. L' essentiel des règles de circulation est acquis en 1939. Une Ordonnance de 1958 rem place la Loi de 1851. Le développement de l'automobile de masse augmente Ie nombre des victimes après 1960. Des règles complémentaires, limitation des vitesses sur route, port de la ceinture de sécurité et du casque, limitation de l'alcoolisation des conducteurs, élabores a partir de 1959, ne sont édictées qu'après 1970. Le nombre des tués commence a décroître. Les associations s' étiolent après 1970. La répression indispensable ne peut s'imposer. Une nouvelle politique vise la responsabilisation des usagers après 1981. Elle fera faillite et un renversement augmentant la répression divisera par deux Ie nombre de tués entre 2001 et 2008.
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Fabyan, Emiel Joseph. "The world's greatest wagon works : a history of the Studebaker Brothers Manufacturing Company, 1856 to 1966." Virtual Press, 1987. http://liblink.bsu.edu/uhtbin/catkey/498259.
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The purpose of the study was to provide a complete historical account of the events which led to the rise and fall of the Studebaker Brothers Manufacturing Company of South Bend, Indiana. The study also evaluated the impact upon the ethnic development of South Bend from the years 1856 to 1966.The applicability of the Kuhnian paradigmatic process of culture change to the South Bend-Studebaker interaction sphere was considered as well.Ninety-seven employees of the company were selected and interviewed in regard to their knowledge of the company and its impact upon the city. Primary and secondary archival materials were utilized to supplement worker interviews.FINDINGS1. The Studebaker Brothers Manufacturing Company and the Studebaker Corporation acted as primary agents of ethnic development in the South Bend community.2.The interviewing process provided new data which supplemented and substantiated previous accounts.3. The Studebaker Company's success was founded upon intensive employer-employee involvement in the production process.4. The Studebaker Company's failure was brought about by the breakdown of the employer-employee relationship.CONCLUSIONS1. The study proved the significant impact of the Studebaker Company upon the American transportation industry.2. The Studebaker Company exerted a major influence upon the ethnic and cultural development of the city of South Bend.3. The "paradigmatic process of social change" model as postulated by Thomas Kuhn was appropriate to the Studebaker-South Bend situation.4. An ethnohistorical reconstruction technique proved successful in recounting the impact of the Studebaker Company.
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Jones, Carolyn G. "The Canada-U.S. free trade agreement and the auto pact : a history of the automotive provisions and an examination of the state of the Canadian automotive industry /." Thesis, This resource online, 1990. http://scholar.lib.vt.edu/theses/available/etd-03042009-040353/.
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Burel, David Michael. "The Comradeship of the Open Road: The Identity and Influence of the Tin Can Tourists of the World on Automobility, Florida, and National Tourism." Master's thesis, University of Central Florida, 2012. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/5144.
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The identity of the Tin Can Tourists of the World, the first recreation automobile organization, has been poorly defined in the historical discourse, the factors contributing to the 1919 formation of the organization in Tampa, Florida represents a landmark shift in tourism in America towards the automobile. The group's subsequent solidification of a distinct identity gives insight beyond their organization. The thesis defines their identity as well as looks at their impact on American automobility and tourism. The thesis therefore focuses on the previously undefined concept of recreational automobility giving it definition and showing how the group helped to define it. The group's early role in mass use and adaptation of the automobile for recreation represents the first steps in creating a market for recreational vehicles. The imposition of organization on the camping experience by the Tin Can Tourists and their influence on creating special places for the practice of their activities helped define recreational automobility. The footprint left by the Tin Can Tourists helped shape part of America's modern tourist industry. The legacy of their ideas about recreational automobility also suggests influence they had on later groups using recreational vehicles. This thesis examines and clarifies the identity and influence of the Tin Can Tourists of the World as a window on important trends in automobility and tourism.ID: 031001505; System requirements: World Wide Web browser and PDF reader.; Mode of access: World Wide Web.; Title from PDF title page (viewed July 26, 2013).; Thesis (M.A.)--University of Central Florida, 2012.; Includes bibliographical references (p. 111-114).
M.A.
Masters
History
Arts and Humanities
History
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Tuffa, Elsa. "L'Affiliation en crise : Les transformations du processus d'affiliation d'une population d'ingénieurs dans l'industrie automobile." Sorbonne Paris Cité, 2016. http://www.theses.fr/2016USPCC043.
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Depuis les années 80, la littérature scientifique pointe la montée d'un malaise des cadres, marquée par [apparition de syndromes de barn out, voire de suicides. L'hypermodernité où l'individu est responsabilisé de sa construction comme singulier, autonome et performant dans un environnement mouvant et complexe propose une grille d'analyse opérante pour un tel phénomène. Mais elle ne permet pas de comprendre, en diachronie, comment ces cadres qui furent le modèle, les penseurs et les acteurs de l'émergence d'une telle figure se trouvèrent ainsi touchés. Notre thèse traite de cette question en analysant les transformations du processus d'affiliation d'une population d'ingénieur-manager chez Renault. Dans une approche clinique, nous y analysons actualisations et interférences des processus psychiques et sociaux qui président au lien des sujets à leur entreprise à partir d'entretiens de récits de vie professionnelle. Nous mettons à jour la construction d'enveloppes psychosociales, étayées sur du groupe, de l'organisation et/ou de l'institution, en charge de soutenir contrat narcissique et pactes dénégatifs au service de l'inscription du sujet dans l'entreprise, de la permanence dé l'activité et de l'organisation. Au travers de l'analyse du plan de départ volontaire et de « l'Affaire des faux espions » de Renault, nous identifions trois figures de crise - crise d'affiliation, affiliation en crise et affiliation catastrophique - qui expriment les capacités et modalités de l'enveloppe d'affiliation à contenir les crises organisationnelles et leurs avatars. Nous montrons enfin le déplacement des supports de l'enveloppe d'affiliation vers des objets-frontières de l'institutionSince the 80s, the literature points to the rise of a malaise among managers, marked by the emergence of burnout syndrome and even suicides. The hypermodernity where the individual is accountable. For its construction as singular, autonomous and efficient in a changing and complex environnent provides an operative analytical framework for such a phenomenon. But it does not explain, from diachronie point of view, how these managers who were the model, thinkers and actors in the emerging process of such a figure were thus affected. Our thesis deals with this question by analyzing the changes in the affiliation process of a manager-engineer people at Renault. In a clinical approach, we analyze actualization and interference of psychic and social processes that govern the relationship of subjects to their company, from professional life narratives interviews. We show the construction of psychosocial envelopes, supported on group, organization and / or institution. These envelopes arc in charge of narcissistic contract and denial pacts in order to support manager's membership and to maintain manager's activity and company's structure. Through the analysis of voluntary redundancy plan and "false spics case" of Renault, we identify three crisis figures - Affiliate crisis, affiliation in crisis and catastrophic affiliation - that express the capacities and conditions the affiliate envelope containing organizational crises and their avatars. Finally, we show the movement of the supports of the affiliate envelope to the institution's border objects
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Santos, Alessandro Valerio dos. "Pioneiros do design brasileiro no projeto de automóveis." Universidade do Estado do Rio de Janeiro, 2012. http://www.bdtd.uerj.br/tde_busca/arquivo.php?codArquivo=4017.
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Coordenação de Aperfeiçoamento de Pessoal de Nível SuperiorNão se questiona que o design seja um saber naturalmente multidisciplinar. Os projetos da indústria automobilística ilustram esse ponto magistralmente: do ato de inventar à engenharia da produção; do design de exteriores aos interiores; das autopeças às diversas tintas. Projetos desenvolvidos em engenharia simultânea, produzidos em diversos países do mundo e montados onde quer que se mostre mais rentável. A moderna indústria automobilística mostra-se, nesse sentido, global. Mas como harmonizar os gostos e as legislações locais a essa estrutura produtiva internacional? Esta dissertação ilustra alguns aspectos da estratégia de projetos em design automobilístico tomando como base a experiência brasileira. Foram entrevistados os mais destacados designers brasileiros de automóveis dos pioneiros aos mais importantes profissionais contemporâneos. Embora as estratégias das empresas sejam diversas fato que impede uma única conclusão -, esta dissertação lança luzes sobre os desafios do desenvolvimento de projetos automobilísticos onde o projeto é global mas as vendas são locais.
It is a fact that Design is considered a multidisciplinary field of knowledge. Projects in the automobile industry perfectly illustrate this point: from the act of invention to the products engineering; from exterior to interior design; and from the auto-parts industry to the various kinds of paints used in the production process. Projects are developed in simultaneous engineering; auto-parts are produced in various parts of the world and assembled wherever it is more rentable. In this sense, the modern automobile industry has proved itself global. Notwithstanding, a question arises on how to harmonize local legislation and preferences with the international productive structure. This dissertation illustrates some aspects of the strategy of project development in the automobile industry, taking the Brazilian experience as reference. The most experienced Brazilian automobile designers both pioneers and contemporary professionals were interviewed. Although each firms strategy is different a fact which will make a sole conclusion impossible , this dissertation sheds some lights on the challenges of developing automobile industry projects where the design is global but sales are local.
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Mesaize, Michel. "Renault-Flins et l'ancien canton de Meulan : histoire d'une implantation industrielle et de ses retombées (1950-1984)." Paris 10, 1985. http://www.theses.fr/1985PA100193.
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De, Castro Coelho de Oliveira e. Sousa Maria Luísa. "A mobilidade automóvel em Portugal. A construção do sistema socio-técnico, 1920-1950." Phd thesis, Université de la Sorbonne nouvelle - Paris III, 2013. http://tel.archives-ouvertes.fr/tel-01011200.
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Cette thèse aborde l'institutionnalisation du système socio-technique qui a permis la mobilité automobile entre 1920 et 1950 au Portugal, un pays qui au départ n'est pas producteur de véhicules automobiles et demeure périphérique technologiquement, par l'étude de deux aspects qui sont complémentaires : la régulation de la circulation des automobiles et l'adaptation des routes aux nouveaux véhicules motorisés. C'est une étude sur l'appropriation et la construction de ce système en fonction des actions menées par les usagers, les ingénieurs, les législateurs, les clubs automobiles, les services de voirie ou les organes de l'administration routière. Pendant la période analysée et malgré des taux de motorisation assez faibles, le système socio-technique est institutionnalisé et stabilisé, accompagnant et dialoguant avec la définition des standards internationaux et en créant des structures qui ont influencé le développement de ce système pendant la deuxième moitié du XXe siècle.La façon dont l'institutionnalisation du système a été menée à terme a non seulement permis une augmentation importante du transport routier commercial (au détriment du développement des chemins de fer), mais a aussi protégé une culture élitiste de l'usage des voitures particulières et le développement du tourisme automobile, visible dans la régulation de la circulation et dans la construction de routes touristiques avec des caractéristiques techniques et des budgets spéciaux. Elle a aussi permis le développement de l'ingénierie routière au Portugal avec la création d'un organe autonome d'administration routière et avec la formation de plusieurs ingénieurs qui ont construit une oeuvre que s'est approprié le discours de l'Estado Novo comme un symbole de sa réalisation et de sa modernité. Ces acteurs ont participé à l'élaboration de connaissances techniques ainsi qu'aux négociations de normes sociales et morales et à la construction de représentations au niveau des pratiques des usagers, des discours et de la matérialité de ce système.
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Strigler, Edgard. "Les chaîniers français (1823-2005) : de l’essor au déclin." Paris, EHESS, 2011. http://www.theses.fr/2011EHES0100.
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Cette thèse est une contribution à un domaine encore insuffisamment connu, l’histoire des petites et moyennes entreprises et de leurs relations avec les territoires, l’État et la division internationale du travail. Elle s’organise en trois parties chronologiques. La construction d’un atelier de fabrication de chaînes de mouillage par la Marine en 1823 marque le début de l’industrie française de la chaîne. En dehors des deux districts spécialisés de Saint-Amand-les-Eaux dans le Nord et de Saint-Martin-la-Plaine dans La Loire, des chaîniers s’installent dans la Haute-Marne, les Ardennes et les ports. Les nouvelles manufactures côtoient la proto-industrie. Si le XIXe siècle voit le développement des chaînes forgées en fer, les incidents dus à la mauvaise qualité des soudures favorisent l’innovation d’André Galle. À la fin du XIXe siècle, les besoins nouveaux, créés par la transmission d’énergie pour les bicyclettes et les automobiles, donnent un essor nouveau au secteur industriel. De nombreuses entreprises voient le jour ; des entrepreneurs anglais et suisses s’installent en France. Le XXe siècle voit l’émergence de Brampton-Renold, filiale française de Renold. Sedis, filiale de Peugeot, lui ravit la place de leader au cours des années 1970. Contrairement à ces deux entreprises qui ont choisi la production de masse, les autres chaîniers s’orientent vers la production flexible. La crise créée par le choc pétrolier de 1973 conduit à la faillite nombre de chaîniers qui ont choisi une stratégie de niches. Tout le secteur est en déclin. Les leaders se trouvent désormais en AsieIncomplete company archives and numerous interviews have made it possible to reconstruct the historical course of some chain manufacturers. This dissertation is organized in three chronological parts. The French chain industry began in 1823 when the Navy set up an anchor chain manufacturing workshop. Apart from the specialized districts of Saint-Amand-les-Eaux in the North and Saint-Martin-la-Plaine in the Loire area, chain manufacturers set up their companies in Haute-Marne, Ardennes, and ports. The new factories mix with the protoindustry. Whereas forged iron chains develop in the XIXth century, the incidents due to the welding poor quality lead to innovation by André Galle. In the late XIXth century, the new needs created by the energy transmission for bicycles and automobiles, give a boost to this industrial sector. Many companies are created ; English and Swiss entrepreneurs set up business in France. The XXth century sees the emergence of Brampton-Renold, Renold’s French subsidiary. Sedis, Peugeot’s subsidiary, steals its place as the leader in the 1970’s. Unlike those two companies that chose mass production, the other manufacturers went in for flexible production. Because of the 1973 oil crisis, numerous chain manufacturers who had chosen a niche strategy, went bankrupt. The whole sector is in decline. The leaders are now in Asia
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Almeida, Michel Willian Zimmermann de. "Ind?stria automobil?stica, pol?tica e desenvolvimento : os casos FNM e IBAP." Pontif?cia Universidade Cat?lica do Rio Grande do Sul, 2010. http://tede2.pucrs.br/tede2/handle/tede/2351.
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Previous issue date: 2010-08-19A disserta??o que segue, buscou analisar a ind?stria automobil?stica brasileira entre 1953 e 1968 a partir da privatiza??o da F?brica Nacional de Motores e da dissolu??o da Ind?stria Brasileira de Autom?veis Presidente, ambas em 1968. Suas hist?rias se aproximam tanto pela tentativa de aquisi??o da primeira pela segunda, como tamb?m a partir das estrat?gias utilizadas pelos opositores de ambas, a fim que causar descren?a popular nestes empreendimentos atrav?s de apelos a m?dia, processos jur?dicos e CPIs. Para tanto, recorreu-se primeiramente a uma an?lise da influ?ncia deste setor na economia do Brasil ainda no per?odo Vargas, passando em seguida para um estudo da conjuntura internacional a que estava inserida esta ind?stria no per?odo proposto. Realizada estas etapas, nos remetemos novamente a realidade brasileira observando as novas possibilidades a partir da implanta??o do ent?o governo revolucion?rio de 1964, para que por fim, fossem analisados os processos que levaram ?s f?bricas em quest?o ao fim de seus ciclos. As conclus?es a que se chegou, apontam para interesses n?o apenas economicos, mas tamb?m de ordem pol?tico-ideol?gicos.
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Settis, Bruno. ""Il contratto sociale" fordista: le relazioni industriali dall'America taylorista all'Europa del miracolo economico." Doctoral thesis, Scuola Normale Superiore, 2019. http://hdl.handle.net/11384/86060.
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Rose, Taylor Elliott. "Seeing the Forest for the Roads: Auto-Tourism and Wilderness Preservation in Mount Hood National Forest, 1913-64." PDXScholar, 2016. https://pdxscholar.library.pdx.edu/open_access_etds/3342.
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Between 1913 and 1964, automobile roads appeared throughout the Cascade Mountains around Mount Hood, just east of Portland, Oregon. From elaborate scenic highways to primitive dirt trails, each had its own story. Many of them are gone today, decommissioned and decomposing with the rotting understory soil of the forest. However, some remain as the most utilized spaces in Mount Hood National Forest, one of the most popular public land units for recreation in the country, owned and managed by the United States Forest Service. "Seeing the Forest for the Roads" uncovers the history of why roads were built, who planned them, and how they were used. At the same time, it seeks to answer the question, how do roads shape the way that people view wild nature? As places that are simultaneously easily accessible and "untrammeled," wilderness has much to do with roads. But it has even more to do with the people that envisioned, constructed, and used the roads. The story that follows is divided into four sections, from the Progressive Era, through the Roaring Twenties, New Deal years, and into the mid-twentieth century. It concludes with the Wilderness Act of 1964, a profound, important statement about the relationship between technology, nature, and human beings, which singled out roads as the most visible, damaging threat to the existence of wilderness as modern Americans know it. I argue that in order to understand wilderness as both a legal term and a social construct, scholars must look at the roads themselves, particularly from a local, on-the-ground perspective. In the end, what results is a more nuanced understanding of the twentieth-century history of technology and nature, as well as the social, cultural, and intellectual context that produced both sides of the same coin in wilderness.
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Marriott, Paul Daniel. "Roads designed for pleasure : British influences on the American Motor Parkway." Thesis, University of Edinburgh, 2016. http://hdl.handle.net/1842/33108.
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By 1800 the idea of pleasure driving, traveling through the landscape in a vehicle to appreciate nature and scenery, became not only popular, but also practical. What began in Britain as a recreational pastime for the upper classes soon found its way to the public parks of America and became the "Sunday Drive" of the early automobile era. This thesis demonstrates that a critical convergence of science and theory at the end of the eighteenth century propelled the development of the first roads constructed for no purpose other than driving for pleasure. Leading this movement was the renowned landscape gardener Humphry Repton. This thesis will examine the convergence of theory and science, using Repton as the central historical figure. By tracing the dissemination of his writings on roads, it will demonstrate his influence on the design of pleasure roads in nineteenth century America and, by extension, the automobile parkways of the early twentieth century. To do so, it will focus on the transatlantic conversations of four men: John Claudius Loudon, Andrew Jackson Downing, Calvert Vaux and Frederick Law Olmsted, during a period which saw the ascendency of the profession of landscape architecture in America with the development of the rural cemetery and New York's Central Park. Beginning with Brooklyn's Prospect Park it will establish the physical and philosophical origins of the first "park-‐ways" created to address metropolitan growth and pleasure driving, and assess the impact of the public health movement, through river reclamation, in defining the serpentine alignment that would come to distinguish the parkway form. Lastly, it will trace the legacy of these influences as American landscape architects designed a new class of pleasure roads expressly for the motorcar-culminating in 1925 with the Bronx River Parkway in Westchester County, New York-the first automobile parkway in the world.
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Arena, Joseph A. "The Little Car that Did Nothing Right: the 1972 Lordstown Assembly Strike, the Chevrolet Vega, and the Unraveling of Growth Economics." The Ohio State University, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=osu1243359975.
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Ganster, Rafael. "Industrializa??o e imprensa : o debate acerca da ind?stria automobil?stica durante o governo JK (1956-1961)." Pontif?cia Universidade Cat?lica do Rio Grande do Sul, 2017. http://tede2.pucrs.br/tede2/handle/tede/7380.
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The present work seeks to analyze the insertion of the great Rio press in the debate about the process of installation of the automobile industry during the government of Juscelino Kubitschek (1956-1961). The proposed clipping delimits the research in three newspapers of great circulation and prestige in the Carioca society of the period, they are: ?ltima Hora; Jornal do Brasil; O Globo. The choice of these journals takes into account the different positions that, according to historiography, have been presented by them in relation to themes relevant to Brazilian society. It is worth mentioning that this aspect has sometimes been the object of a linear reading of researchers who have studied the subject, crystallizing over the years by the repetition of the arguments, but which, according to what we seek to present, does not hold up after a more detailed empirical research. In addition to a simple framing of position in relation to ideological currents (neoliberal, developmentalist, socialist), we seek to present arguments that support the hypothesis that, avoiding reductionism, the position of the great newspapers must be understood within a broader universe and, fundamental condition, in relation to the other vehicles involved in the dispute for the imposition of a (more) legitimate view on the subject. The analysis of the arguments presented by the press in relation to the automobile industry is fundamental to the objectives we are proposing, since it was at the center of heated debates (political and economic) and constituted as a "revitalizing sector" of the project proposed by Juscelino from the Plano de Metas (Plan of Goals). Moreover, it allows access to essential topics for reading the positions taken, such as state intervention, economic planning, foreign capital regulation, customs protection, exchange control, role of development banks, administrative apparatus, among others.
O presente trabalho busca analisar a inser??o da grande imprensa carioca no debate acerca do processo de instala??o da ind?stria automobil?stica durante o governo de Juscelino Kubitschek (1956-1961). O recorte proposto delimita a pesquisa em tr?s jornais de grande circula??o e prestigio na sociedade carioca do per?odo, s?o eles: ?ltima Hora; Jornal do Brasil; O Globo. A escolha destes peri?dicos leva em considera??o os distintos posicionamentos que, segundo a historiografia, foram apresentados pelos mesmos frente ? temas relevantes para a sociedade brasileira. Cabe ressaltar que este aspecto fora, por vezes, objeto de uma leitura linear de pesquisadores que se debru?aram sobre o tema, cristalizando-se ao longo dos anos pela repeti??o dos argumentos, mas que, segundo buscamos apresentar, n?o se sustenta ap?s uma pesquisa emp?rica mais detalhada. Para al?m de um simples enquadramento de posi??o em rela??o a correntes ideol?gicas (neoliberal, desenvolvimentista, socialista), buscamos apresentar argumentos que permitam embasar a hip?tese de que, fugindo a reducionismos, o posicionamento dos grandes jornais deve ser compreendido dentro de um universo mais amplo e, condi??o fundamental, em rela??o aos demais ve?culos envolvidos na disputa pela imposi??o de uma vis?o (mais) leg?tima sobre o assunto. A an?lise dos argumentos apresentados pela imprensa, no que diz respeito ? ind?stria automobil?stica, ? fundamental para os objetivos aos quais nos propomos, j? que esteve no centro de calorosos debates (pol?ticos e econ?micos) e constituiu-se como ?setor dinamizador? do projeto proposto por Juscelino a partir do plano de Metas. Al?m do mais, permite acesso ? temas essenciais para leitura dos posicionamentos tomados, tais como interven??o estatal, planejamento econ?mico, regula??o de capital estrangeiro, prote??o alfandeg?ria, controle cambial, papel dos bancos de fomento, aparato administrativo, entre outros.
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Bagini, Licia. "Publicités et mentalités en Italie de 1960 à 1990." Poitiers, 2000. http://www.theses.fr/2000POIT5003.
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La publicité a la propriété, à travers les médias, de véhiculer des messages qui traduisent les comportements du grand public auquel elle s'adresse. Elle représente donc un instrument précieux pour appréhender certains aspects des mentalités de ce public. L'analyse d'annonces publicitaires, parues dans la presse et à la télévision, nous a permis d'étudier l'évolution des mentalités en Italie de 1960 à 1990. Dans la publicité, nous retrouvons le reflet du passage d'une société à tendance agricole à une société industrielle, en cours dans les années soixante, qui s'affirme dans les années soixante-dix, pour aboutir, dans la deuxième moitié des années quatre-vingts, à une société post-industrielle. L'étude de publicités pour les pâtes alimentaires et pour les automobiles -produits emblématiques de l'Italie- montre comment les Italiens, tiraillés entre tradition et innovation, ont su préserver leur identité nationale.
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Welch, M. Courtney. "Evolution, Not Revolution: The Effect of New Deal Legislation on Industrial Growth and Union Development in Dallas, Texas." Thesis, University of North Texas, 2010. https://digital.library.unt.edu/ark:/67531/metadc30524/.
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The New Deal legislation of the 1930s would threaten Dallas' peaceful industrial appearance. In fact, New Deal programs and legislation did have an effect on the city, albeit an unbalanced mixture of positive and negative outcomes characterized by frustrated workers and industrial intimidation. To summarize, the New Deal did not bring a revolution, but it did continue an evolutionary change for reform. This dissertation investigated several issues pertaining to the development of the textile industry, cement industry, and the Ford automobile factory in Dallas and its labor history before, during, and after the New Deal. New Deal legislation not only created an avenue for industrial workers to achieve better representation but also improved their working conditions. Specifically focusing on the textile, cement, and automobile industries illustrates that the development of union representation is a spectrum, with one end being the passive but successful cement industry experience and the other end being the automobile industry union efforts, which were characterized by violence and intimidation. These case studies illustrate the changing relationship between Dallas labor and the federal government as well as their local management. Challenges to the open shop movement in Dallas occurred before the creation of the New Deal, but it was New Deal legislation that encouraged union developers to recruit workers actively in Dallas. Workers' demands, New Deal industrial regulations, and union activism created a more urban, modern Dallas that would be solidified through the industrial demands for World War II.
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Eickhoff, Engelen Ute. "Die betriebliche Sozialpolitik von Volkswagen und Peugeot von 1944 bis 1979 : eine vergleichende Studie." Paris, EHESS, 2011. http://www.theses.fr/2011EHES0058.
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Cette thèse contribue à l'exploration de ce sujet longtemps négligé dans la recherche historique parce que l'engagement social des entreprises a changé sensiblement pendant l'après-guerre à la suite de l'expansion de la politique sociale publique et de l'élévation du niveau de vie. De plus en plus, la politique sociale d'entreprise a été soumise à la négociation entre les directions, les syndicats et les comités d'entreprise. Pour les usines principales de Volkswagen et de Peugeot situées en province, les prestations sociales ont joué un rôle semblablement important pour l'embauche. Des documents variés provenant surtout des entreprises ont formé la base empirique. Nous avons employé l'approche micropolitique complétée par le concept d'embeddedness. La transformation de la politique sociale d'entreprise après 1945 est caractérisée par des tendances comme le soutien financier, indirect et subsidiaire des mesures sociales, leur codification ainsi que l'augmentation des prestations et du nombre des bénéficiaires. Malgré des disparités dans nombre de conditions, les systèmes sociaux de Volkswagen et Peugeot se sont développées souvent dans le même sens, néanmoins avec des accents différents. Parmi les facteurs les plus importants de leurs politiques sociales, il faut citer l'emplacement des usines, la situation financière de l'entreprise, le défaut de main-d'œuvre, l'attitude favorable des cadres d'entreprise et les revendications des salariés et de leurs représentants. Le développement de la négociation autour des prestations sociales d'entreprise et leurs mutations de contenu justifient de parler de leur démocratisation pendant l'après-guerreThis dissertation contributes to the exploration of this subject long time neglected in historical research because corporate social activities changed distinctly in the post-war era due to the expansion of public social policy and the rise in living standard. Corporate social policy was increasingly subjected to bargaining between the managements, the work councils and the labor unions. For the main factories of Volkswagen and Peugeot situated in relatively sparsely populated areas, social benefits played a similarly important role for employment. Different documents mainly originating from the companies formed the empirical basis. The micro-political approach has been used and complemented by the concept of embeddedness. The transformation of corporate social policy after 1945 was characterized by tendencies like the financial, indirect and subsidiary support of social measures, their codification and the increase of the benefits and the number of recipients. Despite disparities in a number of conditions, the social systems of Volkswagen and Peugeot often developed in the same direction, however, with different key aspects. Among the most important factors of their corporate social policies, we must count the location of the plants, the financial situation of the company, the shortage of labor as weIl as the promotion by the managers and the claims of the employees and their representatives. With regard to the increasing negotiation of corporate social benefits and to their changes in content, it seems fitting to speak of their democratization in the post-war era
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Aubanel, Mireille. "Assurance et accidents de la circulation : la jurisprudence de la cour d'appel de Montpellier en 1937 et 1938." Montpellier 1, 1985. http://www.theses.fr/1985MON10024.
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Porte, Rémy. "La Direction des Services Automobiles des armées et la motorisation des armées françaises (1914-1919) : vues au travers de l'action du commandant Doumenc." Paris 4, 2004. http://www.theses.fr/2004PA040007.
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Pendant la Première Guerre Mondiale, les évolutions techniques transforment profondément « l’art de la guerre » et, à partir de 1915, le développement de la guerre totale exige la mobilisation de toutes les ressources humaines et matérielles des différents belligérants. L’automobile est au cœur de ces évolutions militaires et techniques. Le capitaine (puis commandant) Doumenc est le seul officier en situation permanente de responsabilité dans le cadre de la motorisation des armées et est à la fois l’inspirateur et l’initiateur, et le personnage central dans la mise en œuvre de cette révolution technique et intellectuelle qui impose progressivement aux années de nouvelles règles d’organisation et d’emploi. Le commandant Doumenc peut être considéré comme un officier atypique en son temps, unissant les qualités du chef militaire et de l’industriel, du tacticien et du technicien. Il permet au général commandant en chef les armées françaises et alliées de disposer des moyens militaires, humains et techniques, permettant de répondre aux offensives allemandes et de conduire finalement les contre-attaques décisives. A ces différents titres, son action, analysée sur le long terme, peut être considérée comme l’œuvre d’un pionnierDuring the First World War, a number of technical evolutions completely transform “the art of war”, and from 1915 on, with war becoming total, the situation requires the mobilisation of all available manpower and equipment of the belligerent parties. The automobile engine is in the centre of these military and technical changes. Captain (later Major) Doumenc is the only officer permanently in charge of the army’s motorisation and must be considered simultaneously the inspiring and initiating force and the most important personality in the process of this technical and intellectual revolution which gradually imposes on the army new rules of organisation and employ. Major Doumenc must be regarded as an untypical officer for tips time, uniting the qualities of an officer and an industrialist, of a tactician and an engineer. He manages to make available to the commanding General of the French and Allied armies the military, human and material means enabling them to respond to the German attacks and thus finally leading to the decisive counter-attack. For all these different reasons, his actions must, in the long run, be considered those of a pioneer
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Fernández, de Sevilla i. Mansanet Tomàs. "El desarrollo de la industria del automóvil en España: El caso de FASA-Renault, 1951-1985." Doctoral thesis, Universitat de Barcelona, 2013. http://hdl.handle.net/10803/108949.
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La presente tesis doctoral quiere contribuir al conocimiento del proceso de desarrollo de la industria automovilística en España mediante la elaboración de una historia económica y empresarial de FASA (FASA-Renault), desde su constitución, en 1951, hasta 1985, momento en que tanto la empresa como el sector en su conjunto se encuentran ya en su madurez. El estudio de FASA es pertinente y relevante, ya que estuvo presente desde los inicios del despegue del sector y representó un 24% de la producción acumulada durante el período. La mayor novedad de la investigación es la explotación de unas fuentes directas de información hasta el presente no exploradas –Actas del Consejo de Administración y las Actas de la Junta General de Accionistas– o infrautilizadas –Memorias de Actividad.
Los principales trabajos que han analizado el proceso de desarrollo de la industria automovilística en España son los de Jordi Catalan y José Luis García Ruiz. Jordi Catalan sostiene que entre los factores explicativos del despegue sobresale la aplicación de políticas estratégica. Por su parte García Ruiz resta importancia al posible efecto de las políticas aplicadas.
El primer objetivo del trabajo es aportar evidencia empírica que refuerce la hipótesis sobre el papel propulsor de las políticas industriales estratégicas de corte proteccionista en los procesos de industrialización de los países en fase de actualización en la línea trazada por las investigaciones de Ha-Joon Chang. Sin embargo, aunque las políticas aplicadas pueden explicar parte del desarrollo de una industria, no justifican el éxito de una empresa en concreto. Por ello, el segundo objetivo del trabajo es establecer los factores determinantes del proceso de crecimiento de FASA. La hipótesis examinada es que el éxito de FASA provino de la materialización de la triple inversión descrita por Chandler y que ello fue posible por la transferencia de recursos y capacidades por parte de Renault.
La tesis doctoral consta de una introducción, a modo de capítulo inicial, más otros cuatro capítulos en los que se ofrece una historia económica y empresarial de FASA que sigue un orden cronológico y adopta una perspectiva evolutiva. En el primer capítulo se expone el proceso de constitución de la empresa y se analizan los años en que se ensambló el Renault 4CV. En el siguiente capítulo, que transcurre entre 1958 y 1965, se estudia la transformación de FASA de simple planta ensambladora a auténtica fabricante de automóviles de turismo. En el tercer capítulo, que abarca de 1965 a 1974, se analiza el proceso de transformación de FASA-Renault en una gran empresa mediante la realización de la triple inversión. Finalmente, en el último capítulo se analiza la trayectoria de FASA-Renault durante la crisis de la estanflación.
En primer lugar, el trabajo ha aportado nueva evidencia empírica que refuerza la hipótesis de Chang conforme la mayor parte de economías en proceso de actualización han empleado políticas activas para la promoción del desarrollo económico. La evidencia aportada en los dos primeros capítulos muestra como fue la política industrial consistente en reservar el mercado del automóvil a los fabricantes instalados, la condición necesaria que forzó a Renault a ceder las licencias de producción. Es importante resaltar que para Renault su óptimo era vender directamente en España la producción realizada en Francia, mientras que su second best era montar en Valladolid los conjuntos completos fabricados en Billancourt. Además, fue la obligatoriedad de incorporar unos amplios porcentajes de producción doméstica la que obligó a Renault a ceder la producción de componentes estratégicos como el motor.
La evidencia aportada en los capítulos tercero y cuarto valida la hipótesis conforme el éxito de FASA-Renault se sostuvo en la materialización de la triple inversión –en producción, comercialización y managment– que Chandler relaciona directamente con el auge de la gran empresa industrial moderna. Asimismo, los datos analizados señalan que fue la transferencia de recursos financieros, humanos y técnicos por parte de la régie Renault la que posibilitó que la compañía castellana alcanzara las capacidades competitivas necesarias, situándose en el mismo nivel de desarrollo que las factorías francesas. Merced a ello FASA-Renault se convirtió en el principal centro de producción de automóviles Renault fuera de Francia.The aim of the Ph.D. dissertation is to contribute to improve our knowledge of the development process in the automotive industry in Spain. This research undertakes an economic history of the firm “FASA-Renault” between its foundation in 1951 and 1985 when the Spanish economy was about to join the EEC. In the analysis of the firm through the thesis, a chronological structure and an evolutionary perspective is adopted. The study of FASA is relevant: throughout the period examined, the firm produced on average up to a 24% of the total volume of cars manufactured in Spain. The objective is twofold. First, in chapters 1 and 2 empirical evidence of the role of strategic policy on the industrialization of developing countries is provided. The results go in line with the hypothesis drawn by Chang (1994, 2002). Market protection was the necessary condition that forced Renault to transfer its technology and its production licenses to FASA. More importantly, the optimum for Renault was to sell in Spain the cars that were produced in France, while its second best was to assemble in Spain the complete sets manufactured in the France. Second, in chapters 3 and 4 the key factors for FASA-Renault’s success are established. Following Chandler (1990), it is possible to argue that the accomplishments of the firm came from the realization of the triple investment in production, commercialization and management. As a result, FASA became the main Renault production center outside France.
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Sacriste, Valérie. "Société et publicité : eenquête sur l'imaginaire social de l'automobile de 1899 à 1999 à travers la publicité Renault." Paris 5, 2000. http://www.theses.fr/2000PA05H067.
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Cette thèse s'interroge sur les liens entre la société, les objets et la publicité. La problématique n'est pas originale puisque nombre de sociologues ont démontré comment la publicité en arrachant a l'objet sa fonction inscrivait la marque dans un champ socialement signifiant. Seulement ces thèses sont souvent parties de l'idée que c'était le monde économique qui était cause et moteur du monde des désirs. Or nous pensons qu'il faut y voir plutôt la façon dont, dans la société moderne, l'objet se fait signe d'une identité et en l'occurrence comprendre que c'est la logique de la modernité et de sa structure symbolique qui a fait de l'avoir le signe de l'être et de son langage un vecteur de sens. Ce qui n'est pas dire que la technique ou encore les pratiques des entrepreneurs ne soient sans effets. Mais dire que les stratégies de la publicité et des acteurs économiques doivent être rapportées à l'espace dans lequel ils fonctionnent pour en mesurer l'influence. D'où l'économie de notre travail : un premier temps, théorique, sur le quid de la compréhension du phénomène publicitaire, lui-même inscrit dans une brève histoire des mass-médias, avec l'ambition de construire la publicité comme objet sociologique. Le deuxième volet porte sur l'analyse d'un exemple précis : l'automobile et sa publicité. L'enquête s'est basée sur l'analyse de contenu d'archives et de publicités Renault de 1898 à 1999. Des questions simples ont présidé au départ notre investigation: pourquoi tant d'investissement derrière l'automobile ? Est-ce la publicité qui a créé la demande automobile ou le marché qui a imputé la publicité ? Le but était ici de repérer les valeurs symboliques de l'automobile et de voir comment, dans ce champ, la publicité était intervenue tout durant. Cette histoire parallèle nous conduira à montrer comment l'automobile et sa publicité se sont inscrites dans un imaginaire berce par l'esprit de la modernité, celui d'un individu qui vit dans la jouissance de son espace prive.
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Aloul, Nord Filistin. "Gengas och genusgränser : Stockholms kvinnliga bilkåristers manövrerande genom beredskapsårens militära genusarbetsdelning." Thesis, Försvarshögskolan, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:fhs:diva-10267.
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