Dissertations / Theses on the topic 'Transport organizations'

Thesis (PhD)--University of Stellenbosch, 2011.
ENGLISH ABSTRACT: The role of public transport is to stimulate urban, social, sustainable and economic developments by transport of passengers based on their needs with public transport organizations functioning as operators in this environment. This dissertation reports on the research done on resilience in urban public transport organizations; it presents the guiding principles and the framework of resilience and the ability of public transport organizations to embed this capability. The emerging discipline of resilience studies is multidimensional and multidisciplinary. The phenomenon has been examined to present a holistic perspective on resilience through an extensive review of the literature, supplemented by empirical research in the European public transport sector. Resilience has been defined as the capacity of an organization to survive, adapt and grow in the face of turbulent change. Existing research tends to focus on the relevance of the concept of resilience in a diversity of environments. There is little information or research that reflects the design principles and specific success factors in the public transport sector. The literature research produced several logical conclusions, which were reviewed by using structured interviews with a selected group of specialists in this field. This made it possible to determine guiding principles, to structure the framework, and to develop a unique classification of (i) the most fundamental vulnerability factors that make an organization susceptible to disruptions; and (ii) the capability factors as attributes required for sustained performance or accomplishment. All these findings are synthesised and this research establishes the ability of public transport organizations to implement a resilience approach within the boundaries of their level of advancement and prioritised direction statements. Recommendations for further research include extending the proposed framework empirically to other functions and to other organizations than urban public transport organizations.
AFRIKAANSE OPSOMMING: Die rol van openbare vervoer is om stedelike, sosiale, volhoubare en ekonomiese ontwikkeling te stimuleer deur die vervoer van passasiers op grond van hul behoeftes. Openbare vervoerorganisasies funksioneer as operateurs in hierdie omgewing. Hierdie proefskrif doen verslag oor die navorsing oor veerkrag in stedelike openbare vervoerorganisasies en verskaf die basiese beginsels en die raamwerk van veerkrag en die moontlikheid dat openbare vervoerorganisasies hierdie vermoë insluit. Die opkomende dissipline van veerkragstudies is multidimensioneel en multidissiplinêr en die verskynsel is ondersoek om 'n holistiese perspektief op veerkrag aan te bied deur ’n omvattende oorsig van die literatuur, aangevul deur empiriese navorsing oor die Europese openbare vervoer. Veerkrag word gedefinieer as die vermoë van 'n organisasie om te oorleef, aan te pas en te groei ten spyte van turbulente verandering. Bestaande navorsing neig om te fokus op die toepaslikheid van die konsep van veerkrag in 'n verskeidenheid van omgewings. Min inligting of navorsing weerspieël die ontwerpbeginsels en spesifieke suksesfaktore daarvan in die openbare vervoer. Die literatuurnavorsing het tot verskeie logiese gevolgtrekkings gelei, wat hersien is deur die gebruik van gestruktureerde onderhoude met 'n geselekteerde groep spesialiste in hierdie veld. Dit het dit moontlik gemaak om riglyne op te stel, die raamwerk te struktureer, en 'n unieke klassifikasie te ontwikkel van (i) die mees basiese kwesbaarheidsfaktore wat ’n organisasie vatbaar maak vir ontwrigting, en (ii) die vermoëfaktore as eienskappe wat vereis word vir volgehoue prestasie of vervulling. Al hierdie bevindings word gesintetiseer en hierdie navorsing vestig die vermoë van openbare vervoerorganisasies om ’n veerkragbenadering te implementeer binne die grense van hul vlak van vooruitgang en geprioritiseerde rigtingverklarings. Aanbevelings vir verdere navorsing sluit in die uitbreiding van die voorgestelde raamwerk empiries na ander funksies en na ander organisasies as die van stedelike openbare vervoer.

Internet can be described as a source of gaining knowledge through useful information founded in different social media platforms. Social media is used by organizations and customers in order to share news, offers, questions and feedback to increase the communication level. The benefit of using different types of social media platforms is to share knowledge that can be used among organizations in order to make organizational developments. Facebook is one relevant type of social media platform. Facebook is used by different types of organizations to facilitate the communication and knowledge sharing to create customer- and organizational value.The purpose of this study is to investigate how organizations handle received feedback from their customers through social media in order to improve and develop themselves. The theoretical study is based on theories that facilitate the understanding of the problem area. The empirical study is based on interviews that are made with three public transport organizations; Västtrafik, SJ and Skånetrafiken that use Facebook as a means of communication with their customers. The theoretical- and empirical study was compared and analyzed. We have reached the conclusion that Facebook can promote organizational development through the received feedback from customers. We believe that the received feedback should be in focus, as the customer is the end user, in order to create customer- and organizational values.
Program: Masterutbildning i Informatik

Why do some large organizations succeed during transformations and others do not? This thesis aims to contribute and expand the discussion of how product development capabilities could enable success during transformations. To investigate the problem, a qualitative case study was performed at a large transport and truck incumbent, Scania CV AB. The transport and truck industry is currently pressured to transform, both from a competitive and sustainability perspective. In order to become more adaptable to change, the thesis identified the importance of clearly applying ambidexterity as a strategy to cope with challenges that the transformation implies. However, when applying ambidexterity, interface challenges between exploitation and exploration occur. Success during transformations is mainly dependent on the management to handle those interface challenges properly. This thesis identified two main managerial practices that could benefit incumbents in the transport and truck industry to become more adaptable during a transformation phase. Firstly, a clear strategy of how to manage innovations over time could support large incumbents to leverage innovations for optimal experimentation, scalability, and later profit. Secondly, clear organizational alignment between functions to enhance communication and prioritization especially between exploitative and explorative business activities could support large incumbents to leverage radical innovations within the organization. This thesis argues that implementing structural ambidexterity combined with a clear and streamlined innovation transfer process in three distinct horizons for mature, growth, and future businesses will increase adaptability during transformation pressure. As the main area of future research, this thesis proposes to further investigate the opportunities of an open innovation strategy that leverages partnerships for co-creation in an increasingly interconnected transport ecosystem.
Hur kommer det sig att vissa företag lyckas under industriell förändring och andra inte? Syftet med denna uppsats är att bidra till, och utvidga, diskussionen om hur kapabiliteter inom produktutveckling kan främja en lyckad transformation. För att undersöka problemet genomfördes en kvalitativ fallstudie på ett etablerat företag inom transport och lastbilsindustrin, Scania CV AB. Transportindustrin är för närvarande under stor press, både från ett konkurrens- och hållbarhetsperspektiv. Denna studie visar att, för att bli mer adaptiv och hantera förändring, är det av yttersta vikt att implementera en tydlig strategi för en tvehänt (ambidextrous) organisation. En av de största utmaningarna vid en sådan implementation är dock de starka spänningar som uppstår i gränssnitten mellan det operationella och det utforskande inom organisationen. Hur de hanterar dessa utmaningar från ett ledarskapsperspektiv, kommer därav vara en av de främsta faktorerna till om företaget lyckas anpassa sig till förändring. I studien har två grundläggande principer för ledarskap identifierats, vilka kan hjälpa etablerade företag inom transport- och lastbilsindustrin att bli mer adaptiva under förändring. För det första, en tydlig strategi för att hantera innovation över tid, kan stötta ett etablerat företag att optimera innovation, skalbarhet och vinst. För det andra, en tydlig organisations- och ledarskapsinriktning som lyfter kommunikation och underlättar prioritering mellan förvaltande och utforskande aktiviteter och avdelningar. Denna studie argumenterar för strukturell separering av organisationen, kombinerat med en process för att överföra innovationer. Detta kan åstadkommas genom en uppdelning på tre horisonter; mognad, tillväxt och framtid, vilket kommer att öka företagets anpassningsförmåga under förändring. Denna studie har avgränsats till att inte närmare undersöka hur partnerskap kan hanteras i det allt mer sammankopplade transportsystemet. Detta är dock identifierat som ett möjligt behov av att närmare undersöka hur strategier för open innovation kan främja partnerskap och samproduktion inom området.

Sweden is an eco-modernist society where environmental, social and economic growth support each other. It is an industrialized country where the trade via road has tremendously increased. Road freight is a fundamental issue of sustainability because it is environmentally, socially and economically very challenging to move the product from the origin to end user. In addition to road freight, all components of logistics system are necessary to take into account in order to move the product form the origin to consumer. All logistics components have environmental, social and economic impact because there is a relationship between sustainability and organizational activities. In this dissertation, by using inductive approach, it has been analyzed that how the logistics organizations in Sweden are dealing with sustainability issues. The practices of the companies related to environmental sustainability and social sustainability are effective, technically feasible and economically viable. Organizations are working on the behalf of their sustainable integrated business plan that is simultaneously valuable for the environment, people and for the company itself in terms of profitability. For the firms, sustainable integrated business plan means that their strategies to earn profit reflect the environmental and social sustainability as well. The both environmental and social strategies are actually the regulators of the value chain of the organization with a vision to get profitability. These strategies engender the proficiency and competency into the company to remain profitable and competitive in the market. Doing business in a way that the society and the environment would not be harmed is actually economically beneficial for the organization because it actually helps the organization in reducing its cost. Each pillar of sustainability is important to sustain another pillar. Economic sustainability is important to improve environmental and social sustainability however, environmental and social sustainability are the key to achieve economic sustainability. Above all, it has been found that economic sustainability is not only dependent upon environment and society but also on the target market, business trend and other measures. Some futuristic concerns of the organizations regarding sustainability have also been found and all organizations are determinant to achieve more sustainability on the basis of those futuristic concerns.

Construction and operation of cross-boundary transportation infrastructure is a challenge at the local, state, and international levels. Trends in travel patterns show increases in travel demand in both the United States and Europe resulting in greater attention to cross-boundary infrastructure and services. In the United States, this challenge has arisen most frequently in provision regional transit services and infrastructure while Europe is faced with a challenge of connecting its member-states. One question that remains unknown is whether when governments are faced with providing cross-boundary infrastructure or services, do they develop similar organizational arrangements when meeting these challenges regardless of what level of government is involved? This research asks whether governments at all levels of governance develop similar organizational solutions in the construction and operation of transport infrastructure. This question is answered through an examination of regional transit provision in seven U.S. metropolitan areas, six commuter rail systems in the United States, a series of bi-state river highway bridges in the United States, and five cross-border segments of the Trans-European Transport Network in the European Union, three similar organizational arrangements types were found to govern cross-boundary provision of transportation infrastructure and/or services. These three types, an independent entity, an intergovernmental agreement or contract, or direct financial payment, were found at all levels of governance. The research suggests that there is a relationship between the complexity of the service involved the level of financial control indicating that more complex operations such as network of services requiring day-to-day operation tend to be arranged as independent entities with various levels of public and/or private financing.

Naučni cilj istraživanja u okviru doktorske disertacije je kompleksnog karaktera, koji se manifestuje:identifikacijom performansi transportne organizacije, koje se mogu smatrati značajnim za uspešno upravljanje organizacijom i prevođenje iz postojećeg u željeno stanjeidentifikacijom SMS, kojom su posmatrane transportne organizacije implementirale i koje su postale sastavni delovi menadžment sistema organizacijeistraživanjem načina na koje je moguće meriti uticaj primene SMS, odnosno IMS na performanse organizacije, sa ciljem da se istovremeno ukaže na slabosti i mogućnosti razvoja organizacije.Polazeći od formulisanih ciljeva, definisana je orginalna metodologija, postupak kojim se dokazuje opravdanost uspostavljenih osnovnih hipoteza disertacije, čija suština je da modeli integrisanih sistema menadžmenta imaju uticaja na performanse transportnih organizacija.
Scientific aim of this research is complex and it is manifested by following: Identification of transport organization performances which can be considered as important for succesful organization management and shift from existing to favorable condition; Identification of SMS which transport organizations implemented and which became parts of organization management system; Research of ways on which is possible to measure effect of SMS application or IMS to organization performances with aim to emphasize defeciencies and possibilities for organization development.According to formulated aims, original methodology is defined. Is is practice which justifies main hypotheses of disertation. Their purpose is to make integrated management system models effective for performances of transport organizations.

Over the last few decades there has been a statistical increase for the use of criminal background check. Organizations that operates in the business of transport and logistics have developed the control of criminal records before employment as a standardized recruitment tool. This, despite of the lack of constitutional support for the use of it. This study aims to study and problematizing the use of the criminal records. Furthermore, this study aims towards a deeper understanding of how organizations reasons and how the assessment is made if an individual has been previously convicted. The empirical material is gathered through qualitative interviews with representatives from different organizations working within the bransch. The results shows that despite the lack of constitutional support, all informants base their assessment in a similar way. Theoretically, this indicates that a moral structure has been developed around this issue. Through the study's theoretical framework, the study’s findings indicate that the criminal record is perceived to contribute to producing trust, reducing risks and increasing organizations security.

Digital Transformation is an on-going process in the logistics industry. Every day, innovative and new technology is developed to streamline products to the customer as fast as they want it. The purpose of our study is to investigate how digital transformation and customer behaviour has affected the business model(s) of smaller companies compared to well established multinational companies in the logistics industry. The authors look and found the aspects of the business model that were impacted and if there should be adjustments made to better suite either the large or small organizations.

The present work deals with different aspects concerning the collective action of cytoskeletal molecular motors. The thesis is organized in two parts: the first part corresponds to the study of the cooperative action of molecular motors in intracellular transport, whereas the second part corresponds to the study of oscillatory dynamical instabilities driven by molecular motors. In the first part of the thesis, we carry out complete theoretical and experimental studies on the single-headed kinesin KIF1A, which constitutes a remarkable example of Brownian motor and a model motor to study intracellular transport. We provide a thorough numerical study of the collective action of single-headed KIF1A motors based on Brownian dynamics. We predict a dramatic improvement of the collective performance of these motors for tasks associated to the transport of membrane-bound cargoes. From a biological point of view, our results reinforce the hypothesis that the specificity of KIF1A to axonal vesicular trafficking is due to its unique adaptation to cooperative force generation. From a fundamental physics point of view, we show that Brownian motors based on two-state ratchets with independent switching and under unequal loading are remarkably adapted to cooperative force generation. We further test our predictions using a lattice model to study the dynamics of two interacting KIF1A motors. We show analytically the presence of cooperativity in the system and we consider a first extension of the problem to an arbitrary number of motors. Finally, we test our theoretical predictions experimentally, by using biomimetic tube pulling assays with single-headed KIF1A motors. We show that, despite the extreme inefficieny of the individual motors, they are able to cooperate collectively to extract membrane tubes, thus validating our theoretical predicitions. Additionally, we find the surprising formation of helical tubes around microtubules. This entails an impressive capability of single-headed KIF1A motors to exert significant off-axis by virtue of a diffusive state. Accordingly, this state affords two complementary strategies to overcome obstructions: brute force and manoeuvreing capability. In a series configuration (in line) it enables the generation of large forces by accumulation of motors, whereas in a parallel configuration (side by side) it enables lateral displacement of the cargo. In the second part of the thesis, we study the generation of dynamical instabilities driven by molecular motors. In particular, the spontaneous oscillations in a minimal in vitro actomyosin system and the self-organized flagellar beating driven by axonemal dynein. In the first case, we study theoretically an actomyosin system coupled to an elastic element, generating spontaneous oscillations in the presence of ATP via a Hopf bifurcation. This problem mimics the mechanism responsible of the asynchronous wing thrust observed in some insect species. We show that the theoretical model, based on an integro-differential system of equations, can be reduced to a simple three-dimensional ODE system. We find that both the complete and reduced systems exhibit subharmonic oscillations in some regimes. Remarkably, subharmonic peaks were reported experimentally in the signal power spectrum of a minimal in vitro actomyosin system. Hence, we provide an explanation for this phenomenon. In the second case, we study the nonlinear dynamics of axonemal beating driven by molecular motors. The explicit nonlinear equations for the flagellar shape and dynein kinetics are derived and solved numerically. Our analysis reveals the spatiotemporal dynamics of dynein kinetics and flagellum shape for different regimes of motor activity, medium viscosity and flagellum elasticity. We find that far from the bifurcation, linearized solutions fail to describe the flagellar shape and nonlinear effects arise in the system solely due to motor activity. Finally, we further characterize flagellar dynamics using principal component analysis and studying bending initiation.
Els enormes progressos de les nanotecnologies durant les últimes dècades han permès un estudi quantitatiu dels fenòmens biològics fins arribar a l'escala d'una sola molècula. La possibilitat de visualitzar, manipular i mesurar fenòmens biològics a escala molecular obre un nou món per a la física, que pot aplicar els seus mètodes de modelització per a explicar i predir fenòmens abans inabastables des d'un punt de vista tecnològic. És en aquest marc on disciplines com ara la física estadística de no equilibri, la física no lineal o la ciència de materials tous conflueixen i juguen un paper clau. La complexitat dels sistemes biològics rau comunament en fenòmens col.lectius en situacions allunyades del equilibri, autoregulats mitjançant xarxes bioquímiques complexes les quals requereixen d'un alt grau d'autoorganització, la qual cosa implica tant fluxes de matèria i energia com d'informació. Tot i així, els nivells d'autoorganització i autoregulació involucrats en funcions cel.lulars tals com la motilitat i el tràfic intern, estan encara molt lluny d'una comprensió quantitativa satisfactòria des d'un punt de vista físic. Tals processos requereixen no només d'una visió qualitativa i descriptiva sinó també d'una perspectiva físico-matemàtica per a la seva completa comprensió. El present treball versa sobre l'estudi de l'acció col.lectiva de motors moleculars del citoesquelet, amb la finalitat de contribuir en la comprensió de la generació de força i moviment dins la cèl.lula. La tesi està estructurada en dues parts: la primera part correspon a l'estudi del transport intracel•lular degut a l'acció cooperativa de motors, en particular, l'estudi es centra en la kinesina monomèrica KIF1A, la qual constitueix un exemple notable de motor Brownià en el context biològic. En primer lloc es duu a terme un estudi teòric exhaustiu sobre l'acció col.lectiva d'aquests motors i posteriorment es validen experimentalment els resultats predits anteriorment mitjançant experiments d'extracció de tubs de membrana. En la segona part, s'estudia la generació d'inestabilitats dinàmiques degudes a l'acció cooperativa de motors moleculars. En particular, es tracten el casos d'oscil.lacions espontànees generades per un sistema in vitro d'actina i miosina, i el batec autoorganitzat de fagels degut a l'acció de dineïnes axonèmiques.

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Este trabalho investigou os principais fatores de decisão de compra de serviços de carga fracionada pelo lojista de confecções dos principais shopping centers de Salvador. Para isto, foi realizada uma pesquisa de campo, com a aplicação de um roteiro de entrevistas semi-estruturado, através do qual procuramos observar as variáveis (1) preço, (2) relacionamento interpessoal e (3) satisfação com o serviço prestado. Os resultados mostram que o preço é um dos principais fatores da escolha da empresa transportadora, mas nem sempre é o elemento determinante; ele aparece em associação com dois outros fatores: relacionamento interpessoal e condições de entrega da mercadoria. Observou-se um elevado grau de satisfação dos lojistas com as transportadoras que, atualmente, lhes prestam serviço.
Salvador

Model za organizaciju taksi transporta putnika baziran je nadefinisanju generalisanih troškova u funkciji ostvarenja prihoda.Simplifikacijom postupka analize sistema taksi transporta grada,omogućeno je brže utvrđivanje optimalnog broja taksi vozila lokalnogtaksi tržišta. Optimalan broj taksivozila predstavlja prvi korak kapostavljanju „zdravih odnosa“ između svih činioca sistema taksitransporta u gradovima i omogoćuje ostvarenje reproduktivnesposobnosti operatera. Konstantnim praćenjem navedenih parametara(generalisanih troškova i prihoda sistema), omogućeno je održavanjeravnoteže između ponude i tražnje u sistemu taksi transporta putnika.
The model for the organization of taxi transport of passengers is based ondefining the generated costs in the function of realized revenue. By simplifyingthe procedure for analyzing the city taxi taxi system, it is possible to determinethe optimal number of taxis of the local taxi market. The optimum number oftaxis is the first step towards the establishment of "healthy relationships"between all the operators of the taxi transport system in cities and enables theoperator's reproductive ability to be achieved. Constant monitoring of theseparameters (generated costs and system revenues), the balance betweensupply and demand in the taxi transport system is maintained, which is thebasis of the quality organization of this system in cities.

L’organisation du transport international et la gestion de la supply chain deviennent essentielles pour les entreprises multinationales quand la production se délocalise. Etant une filière dont la production se mondialise très tôt, la filière du textile-habillement illustre bien le processus de la mondialisation. Cette thèse étudie la question du transport dans la filière du textile-habillement à partir de la sous-traitance de production en Chine, actuellement le site de production de vêtements le plus important du monde. Par les entretiens avec des entreprises du textile-habillement et des organisateurs de transport en Chine, à Hong Kong et à Taiwan, nous décrivons d’abord la répartition des responsabilités de transport entre producteurs, intermédiaires et distributeurs. Ensuite nous analysons comment les acteurs s’adaptent à la contrainte du transport en organisant leur production et comment la façon dont ils externalisent leurs activités de transport affecte le marché des organisateurs de transport international. Avec les entreprises hongkongaises et taiwanaises, les acheteurs occidentaux peuvent se décharger de la coordination des activités de production en Chine. Une chaîne industrielle intégrée de l’amont à l’aval dans les agglomérations industrielles chinoises permet de réduire le temps de transport des tissus et d’autres produits intermédiaires. La vente FOB des produits d’habillement chinois laisse toute latitude d’organiser le transport international des produits finaux aux distributeurs. Le marché des produits d’habillement dans la plupart des pays industrialisés se concentre de plus en plus entre les mains des grands distributeurs. Ceux-ci sous-traitent l’organisation de transport aux organisateurs de transport à l’échelle multinationale capables d’organiser le transport international dans plusieurs pays. La domination des distributeurs dans la filière a créé un environnement favorable au développement des organisateurs de transport multinational. Cette thèse montre parallèlement les évolutions de deux systèmes, le système de la production et celui du transport, qui sont liés par l’externalisation des activités de transport. C’est un processus interactif de la mondialisation où l’un s’adapte à l’autre d’une façon complexe dans les deux sens. Le développement technique, la réglementation internationale et nationale, la force du marché, et la particularité historique, géographique et sociale : tous ces facteurs interviennent dans ce processus. Dans le cas de la Chine, nous voyons qu’un environnement de transport qui facilite les échanges internationaux des marchandises est indispensable pour que les entreprises industrielles d’un pays puissent s’insérer dans la chaîne de valeur mondiale
The subject of international transportation organization and supply chain management are becoming essential for multinational companies in today’s global economy. The textile and apparel industry illustrates well the process of globalization in the manufacturing sector as this is an industry whose manufacture takes on a global dimension earlier than other industries. Starting from 2005, apparel exports from China accounts for more than one-third of world’s total apparel trade. Most researches on supply chain management in this industry emphasize the role of retailers, e.g. brand chain stores, department stores or hypermarkets. This paper focuses on the manufacturing aspect, namely the process from raw materials to products. We have conducted interviews with Chinese manufacturers, commercial intermediaries (Hong Kong and Taiwan), western buyers and freight forwarders. Firstly we analyze the process from textile procurement to apparel delivery, with an emphasis on the Incoterms (Internatonal Commercial Terms) and transportation mode, time and cost. We can see how the actors adapt to the constraints on transportation systems and how this shapes the way that western buyers outsource the manufacture. The apparel industry in China adopted the manufacturing model used in newly industrialized Asian countries including Hong Kong, Taiwan and South Korea. From 1980s, the companies in these countries moved their production chain to China and became intermediaries between Chinese manufacturers and western buyers. The manufacturers take care of everything from textile procurement to apparel making instead of handling only the final stage. A complete vertical integration in the industrial clusters in China can reduce the transport time of tissues and other intermediate products. Subcontractors in China usually sell the goods on Incoterms FOB that gives western buyers the latitude to organize international transportation. Besides, the ways they externalize their transportation activities affect the market share of international freight forwarders. Western buyers often externalize the transport organization to those freight forwarders who have their own network in multiples countries. The dominance of distributors in the apparel industry has created an environment favorable to the development of multinational freight forwarders. At last we examined the market of freight forwarders in China from the viewpoint of regulation. The western freight forwarders groups expand their global network while western industrials establish their foreign sites. As western buyers have more power to decide the transportation of exporting goods, western forwarders have also the dominance in the China’s market. In this condition, it is difficult for local Chinese forwarders to develop their own worldwide network. Hence, Chinese government takes measures to comply with the WTO principles but protect the local Chinese forwarders at the same time. This thesis shows in parallel the development of two systems, the one of production and the other of transportation, which are bound by outsourcing of transportation activities. It is an interactive process of globalization where one fits the other in a complex way in both directions. Technical development, international and national regulations, market power and historical, geographical and social features: all these factors involved in this process. In the case of China, we can see that a transport environment which facilitates the international trade is essential for the industrial enterprises of a country to integrate into the global value chain

The main aim of this master's thesis is preparation of economic and technical data for analysis of profit loss for a transport organization as a result of repair work after an accident involving buses with a carrying capacity of over 30 passengers. Master's thesis has three main parts. First part deals with technical data of buses SOR C 9,5, SOR C 10,5 a MAN Lion's Regio C, theirs equipment and service operation. Economic data about these buses are processed and evaluated in second part. Last part is devoted to the creation of methodology for calculation of profit loss of buses after an accident. It concerns about each model and category of buses with a carrying capacity of over 30 passengers as a whole.

The study of solution dynamics is a very fundamental area of research with wide ranging importance from physical chemistry through to the life sciences. A common theme is that the interactions which control the dynamics and organization of solutions are generally very weak. Translational diffusion provides a non-invasive, direct and natural probe of the dynamics and pulsed gradient spin-echo (PGSE) NMR is a convenient means of measuring diffusion. This paper gives a brief introduction to translational diffusion as a probe of solution dynamics and of the PGSE NMR method before presenting some representative examples illustrating the power of diffusion measurements for elucidating the molecular behaviour. The use of PGSE NMR to study solution dynamics and organization is a very active area of research and a very large literature already exists, consequently, the coverage of possible applications and the literature cited here is not comprehensive.

Stress is implicated in various diseases such as cancer, ischemia, and inflammatory diseases. Many different forms of stress may result in impaired physiological functions. Therefore, it is important to understand the mechanisms by which cells compensate and adapt to stress. Defining the changes that occur in nuclear structure and transport between the nucleus and cytoplasm in a cell are of specific interest and will contribute significantly to our understanding of stress response.
I have demonstrated that classical nuclear import is inhibited by oxidative stress in living HeLa cells as a result of relocalization and degradation of nuclear factors important for the nuclear transport apparatus. Specifically, hydrogen peroxide redistributes Ran, the GTPase important for the directionality of transport, importin-beta, a subunit of the nuclear import receptor, and Nup153, a component of the nuclear pore complex. Moreover, the stress-induced relocalization and degradation does not rely on the activation of MAPK pathways.
Heat shock proteins have established roles in normal cellular homeostasis as well as in stress response. In unstressed conditions, proteins of the hsp70/hsc70 family shuttle between the nucleus and the cytoplasm. Upon stress, cytoplasmic hsp70s/hsc70s accumulate in the nucleus. I have further characterized the effect of stress on hsc70s localization in HeLa cells. Heat-induced nuclear concentration of hsc70s depends on cell density. Moreover, protein phosphorylation negatively regulates hsc70 nuclear accumulation in response to heat. During recovery from heat stress hsc70s redistribute as they are exported into the cytoplasm. Hsc70 export is temperature- and energy-dependent, but is independent of the Crm1/exportin1-mediated pathway. Moreover, export of hsc70 is inhibited by depolymerization of nuclear actin.
In higher eukaryotes, lamins and other lamina-associated proteins provide links between the nuclear envelope and chromatin. The protein circumferin is located at the nuclear periphery in yeast and higher eukaryotes. I have demonstrated that stress relocalizes circumferin, which is released from the nuclear periphery into the nucleoplasm upon heat shock. These studies are the first to demonstrate that nuclear envelope organization in yeast and mammalian cells is modulated by stress.
Taken together, these results indicate that both nuclear transport and nuclear organization are affected by stress.

This thesis examines the guilds comprising the sub-sector of maritime cargo handling in Barcelona from 1760-1840, a period defined in economic terms by the progressive advance of liberal reforms and attempts at abolishing the guilds. Guilds in the service sector were responsible for activities that were vital to economic development, yet the organization of that labor remains an under-represented subject of investigation. By studying the totality of maritime-cargo handling trades of Barcelona, the thesis aims to contribute to the relatively limited scholarship of service-sector guilds and of port labor during the artisan phase. With this aim, the thesis discusses the historiography of guild and port labor studies, passing to a description of the geographic, infrastructural and socio-spatial delineations of the port based on objective and subjective considerations. By comparing the case of Barcelona to a number of other European ports, the study highlights relationships between port types and objective needs of cargo handling with the different organizational models that developed in the sub-sector. Thereafter, the investigation examines in detail the different guilds and the socio-judicial determination of responsibilities, privileges, organizational models and internal composition. Having covered these issues, the study then focuses on the various attempts at reforming or abolishing the guilds and the respective responses of these organizations to structural economic policy changes. During the period studied, the port infrastructure remained relatively unchanged and there was no mechanization of cargo-handling activities, facilitating the focus on changes in economic policy as factors in the application of liberal measures and the organizational responses of the guilds to these important changes. As such, the period studied covers the flexibilization of the labor market through reforms of monopolistic guild privileges and the eventual abolition of Spanish guilds in 1836. The proper handling of cargo and the mode of work influenced – but did not determine – occupational and organizational cultures: some guilds operated cooperatively, others, individually. These corporations were organized horizontally – there were no apprentices or journeymen in these trades, only masters – and developed alternative methods for organizing work processes, determining recruitment qualification, and for developing and transmitting skills. The investigation looks at the internal and external considerations that influenced the organizational responses to liberalism. The traditional (and arguably still generally dominant) historiography of guilds centers on discontinuity between the guilds and later organizations of labor and capital (trade unions and owners’ associations). This investigation highlights a number of direct continuities, contributing to the study of the development of capitalism. The principal conclusions of the research are focused on a number of related considerations, including: port types and infrastructures; the objective, cargo-based necessities of handling; work cultures, organizational cultures, and organizational models, (especially collaborative or individualistic activities); leveling mechanisms and the socio-economic composition of the guilds (vis à vis internal and external employment schemes), and the responses to liberalization (which is shown to have developed progressively over decades).
Esta tesis tiene como objetivo elucidar el sub-sector del manejo de la carga marítima en Barcelona (1760-1840) para mejor entender la función de los gremios de servicios. En especial analiza como reaccionaron estos gremios al desarrollo progresivo del liberalismo, que representó un reto considerable al sistema gremial. De esta manera, la tesis contribuye a la historiografía de los estudios de gremios europeos y de la historia de trabajo en el ámbito marítimo. Es notable que el objeto de estudio se encuentre como un outlier (o, caso atípico) en varios campos, ya que en los estudios de gremios hay poca atención puesta en el sector de servicios, y en los estudios de trabajo marítimo hay muy pocas investigaciones sobre la época artesanal. A nivel de historia local, existen unas pocas publicaciones sobre los gremios tratados aquí, pero en su mayoría se enfocan en un solo gremio, desconectado del resto de componentes del universo del trabajo portuario. Entre los temas tratados se encuentran: el análisis del sistema gremial europeo en general y la diferenciación de éstos gremios de servicios; un acercamiento al entendimiento socio-espacial del puerto (con casos comparativos); la definición socio-jurídica y económica de los gremios tratados; el avance progresivo del liberalismo en España y particularmente en Barcelona; y las estrategias de los diferentes gremios del sub-sector del manejo de la carga marítima frente las reformas y aboliciones liberales del sistema gremial. Basado en literatura secundaria principalmente en castellano, catalán e inglés, y en fuentes primarias mayoritariamente en castellano, la tesis se presenta en inglés, con un resumen exhaustivo en castellano. Las conclusiones se analizan a partir del objetivo y su relevancia a varios campos académicos.

El objetivo que se logró en la presente investigación consistió en determinar la relación que existe entre cultura organizacional y calidad de servicio en el sector de transporte marítimo en la empresa Maersk Line Perú, en el distrito de Lima, en el año 2018. El tipo de investigación fue de enfoque cuantitativo y a un nivel correlacional; cuyo diseño fue descriptivo -correlacional no experimental, y transeccional. La técnica utilizada fue la encuesta, y el instrumento de recolección de datos fue el cuestionario estructurado, la población muestral censal estuvo conformada por 50 trabajadores y se realizó la operacionalización de variables y se consignaron los aspectos éticos de la investigación. Los resultados son: el 50% de encuestados optaron por la posición neutral en la variable cultura organizacional, el 52% decidieron por la posición neutral en la cultura burocrática, el 54% decidieron por la posición neutral en la cultura de clan, el 54% opinaron positivamente por la cultura emprendedora, el 56% afirmaron optar por posición neutral en la cultura de mercado, el 54% opinaron por la posición neutral en la calidad del servicio, el 68% decidieron por el nivel neutral referente a la capacidad del personal, el 62% indicaron por la posición neutral referente a la cortesía y amabilidad, el 66% adoptaron la posición neutral en relación a la credibilidad. Conclusión: Queda determinada la relación que existe entre cultura organizacional y calidad de servicio en el sector transporte marítimo en la empresa Maersk Line Perú, en el distrito de Lima, en el año 2018. Dado que el valor de Chi Cuadrado=118,965 con un grado de libertad gl. =4 y un p=0,001; porque se ha verificado que existe evidencia suficiente para concluir que existe relación significativa entre las variables cultura organizacional y calidad de servicio en la empresa Maersk Line Perú (Chi cuadrado, ***p = 0,001). También según la prueba de correlación de Spearman = 0.300 (***p = 0,034), se concluye que existe correlación directa y significativa entre las variables.
The objective that was achieved in the following investigation consisted in determine the relationship that exists between organizational culture and quality of service in the maritime transport sector in the company Maersk Line Peru, in the district of Lima, in 2018. The type of research was of quantitative approach and correlational level; whose design was descriptive-correlational, not experimental, and transversal. The technique used was the survey, and the data collection instrument was a structured questionnaire, the census sample population consisted of 50 workers; the variables were operationalized and the ethical aspects of the research were consigned. Results: 50% of respondents opted for the neutral position in the organizational culture variable, 52% decided for the neutral position in the bureaucratic culture, 54% decided for the neutral position in the clan culture, 54% thought positively for the entrepreneurial culture, 56% said they opted for a neutral position in the market culture, 54% said they had a neutral position on the quality of service, 68% decided on the neutral level regarding staff capacity, 62% % indicated by the neutral position regarding the courtesy and kindness, 66% adopted the neutral position in relation to the credibility. Conclusion: It is determinate that there is a relationship between organizational culture and quality of service in the maritime transport sector in Maersk Line Peru, in the district of Lima, in 2018. Since the value of Chi-squared test = 18,965 with a degree of freedom gl. = 4 and one p = 0.001; because it has been verified there is sufficient evidence to conclude that there is a significant relationship between the variables organizational culture and quality of service in Maersk Line Peru, 2018. (Chi-squared, *** p = 0.001). Also, according to the Spearman correlation test = 0.300 (*** p = 0.034), it is concluded that there is a direct and significant correlation between the variables.
Tesis

The study of solution dynamics is a very fundamental area of research with wide ranging importance from physical chemistry through to the life sciences. A common theme is that the interactions which control the dynamics and organization of solutions are generally very weak. Translational diffusion provides a non-invasive, direct and natural probe of the dynamics and pulsed gradient spin-echo (PGSE) NMR is a convenient means of measuring diffusion. This paper gives a brief introduction to translational diffusion as a probe of solution dynamics and of the PGSE NMR method before presenting some representative examples illustrating the power of diffusion measurements for elucidating the molecular behaviour. The use of PGSE NMR to study solution dynamics and organization is a very active area of research and a very large literature already exists, consequently, the coverage of possible applications and the literature cited here is not comprehensive.

Biological membranes (BMs) are self-sealing boundaries, which confine the permeability barriers of cells and organelles and provide the means to compartmentalize functions. Apart from being crucial for the cell structure, they provide a support matrix for all the proteins inserted in the cell, acting as channels to exchange mass, energy and information with the environment. BMs mediate several biological functions, such as trafficking, cell division, endocytosis and exocytosis, demanding strong conformational changes of the lipid membrane like fusion, fission or tubes growth. These mechanical requirements are only possible due to the organization of the chemical composition of the lipids into the membrane of each organelle, which is directly linked to the organelle function. Thanks to the dynamic behavior of the membrane, lateral and transverse forces within the membrane are significant and change rapidly as the membrane is bent or stretched, and as new constituents are added, removed or chemically modified. Differences in structure between the two leaflets and between different areas of the bilayer can be associate to membrane deformation to alter the activities of membrane binding proteins. It is then the correlation between the composition and the packing of the lipids what essentially governs the membrane physicochemical and mechanical properties. Considering the complex chemical diversity of BMs, model bilayers systems are frequently used to study membrane properties and biological processes. Because of the micro and nanoscale range of domains in BMs, and the consequent need of local techniques to explore BMs at the nanometric level, supported bilayer systems are very manageable platforms, since they retain two-dimensional order and lateral mobility and offer excellent environments for the insertion of membrane proteins. In particular, supported lipid bilayers (SLBs) facilitate the use of surface analytical techniques, being ideal models to study the lipid lateral interactions, the growth of lipid domains, as well as interactions between the lipid membrane and proteins, peptides and drugs, cell signaling, etc. Several reports demonstrate the wide variety of useful techniques to study supported and non-supported lipid membranes. Thanks to the possibility of working under controlled environment and with distance and force resolution at the nanoscale, atomic force microscopy (AFM) is nowadays a well-established technique for both imaging the morphology and probing the local physical and mechanical properties of SLBs by means of force spectroscopy. However, the resolution given by AFM might be inferior to the one achievable with X-ray (XR) and neutron techniques. In particular, XR techniques such as XR reflectivity (XRR) and grazing incidence XR diffraction (GIXD) are powerful tools to characterize surfaces below the nanoscale, providing structural information in the reciprocal space through the interaction between XR and the sample electronic structure. Still, since these techniques do not involve any mechanical interaction with the specimen, mechanical properties cannot be evaluated with XR. The general objective of this thesis is to investigate the physicochemical and structural properties of model lipid membranes combining atomic force microscopy (AFM) and spectroscopy (AFM-FS) and X-Ray techniques. The AFM provides the morphological and mechanical information of the SLBs, whereas the XR gives more understandings on the electronic structure of the bilayers. We also propose advanced methodologies based on AFM and XR as well as the coupling of both techniques for local in situ experiments. These technical progresses allow us to study not only the diversity on the chemical composition of the bilayers, but also the effect of small molecules or peptides to the membrane physical and structural properties. In addition, by means of AFM and AFM-FS we also characterize vesicular systems that are not composed by phospholipid molecules, which have a technological application: to act as nanocarriers for drug delivery.
Les membranes biològiques (BMs) són fronteres autosegellants, que limiten les barreres permeables de les cèl·lules i els orgànuls i proporcionen els mitjans necessaris per compartir funcions. A part de ser crucials per l’estructura cel·lular, proporcionen una matriu de suport per a totes les proteïnes que es troben inserides a la cèl·lula, actuant com canals per l’intercanvi de massa, energia i informació amb l’exterior. Les BMs intervenen en moltes funcions biològiques, com el tràfic, la divisió cel·lular, l’endocitosi i l’exocitosi, que exigeixen canvis conformacionals durs en la membrana lipídica com la fusió, la fissió o el creixement de tubs. La correlació entre la composició i l’empaquetament dels lípid regeix les propietats fisicoquímiques de la membrana i la seva estructura mecànica Considerant la complexa diversitat química de les BMs, sistemes de membranes model són utilitzats sovint per estudiar propietats de membrana. Degut a la heterogeneïtat de les BMs i la conseqüent necessitat de tècniques locals per a explorar BMs a escala nanomètrica, sistemes de bicapes suportades, com les bicapes de lípids suportades (SLBs), s’han proposat com models, ja que conserven l’ordre bidimensional i la mobilitat lateral, oferint ambients excel·lents per a la inserció de proteïnes de membrana. Diversos informes demostren la gran varietat de tècniques útils per estudiar membranes lipídiques suportades i sense suport. Gràcies a la possibilitat de treballar sota un ambient controlat i amb una resolució nanomètrica en distància i força, la microscòpia de forces atòmiques (AFM) és, avui en dia, una tècnica ben establerta tant per a obtenir una imatge de la morfologia com per mesurar les propietats locals físiques i mecàniques de les SLBs mitjançant modes d’espectroscòpia de forces (AFM-FS). De totes formes, la resolució que s’obté amb l’AFM és inferior a la que es pot obtenir amb tècniques de raigs X (XR) i neutrons. L’objectiu general d’aquesta tesis és investigar les propietats fisicoquímiques i estructurals de membranes lipídiques model combinant tècniques d’AFM, d’AFM-FS i de XR. També proposem metodologies avançades basades en AFM-FS i XR, així com l’acoblament de les dues tècniques per dur a terme experiments locals in situ. A més, amb AFM i AFM-FS també hem caracteritzat sistemes vesiculars que no contenen fosfolípids, els quals tenen una aplicació tecnològica: actuar com a nanotransportadors per al lliurament de fàrmacs.

Le premier chapitre est motivé par les restructurations dans l'industrie du transport ferroviaire de marchandises aux États-Unis au cours des 30 dernières années. L'objectif est d'estimer un modèle structurel de demande afin d'étudier l'évolution du surplus des consommateurs. La restructuration de cette industrie implique des sorties de firmes et des acquisitions, ce qui conduit à une attrition dans les données et donc un problème de sélection. L'objectif est de fournir un algorithme d'estimation qui prend en compte l’attrition. Le deuxième chapitre est motivé par la structure intégrée de l'industrie du transport ferroviaire de marchandises aux États-Unis, où sept firmes fournissent des services de fret sur leurs propres réseaux. Nous élaborons un modèle structurel pour analyser les effets potentiels de l'ouverture des réseaux sur les prix (efficacité statique) et les incitations à investir (efficacité dynamique). Avec des simulations, nous montrons qu'une charge d'accès égale au coût marginal de l'accès entraîne une baisse des investissements dans le réseau ferroviaire. Après 30 ans, l'effet sur la qualité du réseau est sévère. Le dernier chapitre analyse les gains de productivité dans l'industrie du transport ferroviaire aux États-Unis pour la période 1980-2006. Tout d'abord, je montre que les mesures actuelles de productivité, comme l'index de productivité, surestiment les gains de productivité. Ensuite, je montre que l'amélioration de la productivité peut être attribuée à l'exploitation des économies d'échelle et à la redistribution des ressources des firmes les moins efficaces vers les firmes les plus efficaces. Je montre aussi un ralentissement des gains de productivité pour la période 1995-2000 suite aux concentrations. Enfin, j’analyse les principaux déterminants des gains de productivité au niveau opérationnel
The first chapter is motivated by the major restructurings that have occurred in the US rail freight industry over the last 30 years. The objective is to estimate a structural demand model in order to investigate the evolution of the consumer surplus. The restructuring of this industry involves significant exit and takeovers, which lead to attrition in the data and thus a selection issue. The focus is to provide an estimation algorithm which takes explicitly into account this attrition issue. The second chapter is motivated by the integrated market structure of the US rail freight industry, where seven integrated firms provide freight services on tracks they own and maintain. We provide a structural model to analyze the potential effects of opening the network to new firms on prices (static efficiency) and investment incentives (dynamic efficiency). Using a simulation procedure, we find that a linear access charge equal to the marginal cost of access causes investment in network infrastructure to decrease by 10% per year. After 30 years, the effect on network quality is severe. The last chapter analyzes the productivity gains in the US rail freight industry for the period 1980-2006. First, I show that standard measures of productivity, like index measures, are biased upward. Second, I find evidence showing that aggregate productivity improvements can be attributed to the exploitation of economies of scale and to the reshuffling of resources and output from less to more efficient firms. I also find a slowdown in productivity gains for the period 1995-2000 after important concentrations. Lastly, I analyze the main determinants of productivity gains at the operational level

Purpose – The purpose of this thesis is to explore the capability of Swedish regional public transport authorities (RPTAs) to organize public transport so that it stimulates the intended value creation process needed to increase users’ positive experience. Design/methodology/approach – This thesis utilizes an interpretative research approach. Two empirical studies, resulting in two papers have been used in this thesis. Study I consists of a quantitative Kano questionnaire with 930 respondents. Study II comprises a qualitative study with 11 semi-structured interviews. Both studies have been equally necessary to the results of this thesis. Findings – Public transport is one of the few public services with a mandate to attract users, and therefore, this thesis suggests that Swedish public transport organizations must understand how various services in multiple dimensions affect users’ preferences for public transport. With this understanding, public transport organizations can effectively and efficiently allocate resources and increase the appeal of future public transport. Such a focus demands a deep organizational knowledge and understanding of customer needs and detailed awareness of how the achievement of various requirements affects customers. This thesis shows that organizational structures are based on political comprises rather then the needs to solve coordination challenges and facilitate customers’ value creation. It is further argued that the organizational structures and personal or impersonal information processing mechanisms in Swedish public transport influence the search for information and subsequent organizational learning influencing the RPTAs’ capabilities to include and understand public transport users’ needs. This thesis offers insight into how public organizations, such as Swedish public transport authorities, can make decisions in structural design to learn from customer perceptions and adapt organizational policy accordingly.  In addition, I argue that RPTAs must employ both exploitative and exploratory learning to improve their capabilities and increase their efficiency and effectiveness. This thesis also provides a model to describe these relationships. Originality/value – Unlike previous studies, this thesis shows how organizational structures are decided based on political compromises rather than the need for coordination. This thesis offers insight into how public organizations, such as Swedish public transport authorities, can make decisions in structural design to learn from customer perceptions and adapt organizational policy accordingly.
Public transport is one of the few public services with a mandate to attract users, and therefore, this thesis suggests that Swedish public transport organizations must understand how various services in multiple dimensions affect users’ preferences for public transport. With this understanding, public transport organizations can effectively and efficiently allocate resources and increase the appeal of future public transport. Such an approach requires not only a deep organizational knowledge of customer needs, but also a detailed knowledge of how the achievement of the various demands affects users and their value creation. This thesis further shows that organizational structures are based on political comprises rather then the needs to solve coordination challenges and facilitate customers’ value creation. It is here argued that the organizational structures and personal or impersonal information processing mechanisms in Swedish public transport influence the search for information and subsequent organizational learning influencing the RPTAs’ capabilities to include and understand public transport users’ needs. This thesis offers insight into how public organizations, such as Swedish public transport authorities, can make decisions in structural design to learn from customer perceptions and adapt organizational policy accordingly.

Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Aeronautics and Astronautics, 2005.
This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Includes bibliographical references (p. 115-119).
(cont.) aircraft. A design which utilized the results of the trade studies was presented and evaluated. The performance was reviewed in terms of aerodynamics, weight, economics, operations, and acoustics. The resulting design is compared with current commercial aircraft using the DOC model to evaluate how economically competitive the silent aircraft would be under current and potential future landing fee schedules. The comparison shows that a silent aircraft can achieve a DOC of approximately $0.056 per 3seat-nautical mile, nearly equal to the cost computed using the same model with data for the Boeing 747-400. When an aggressive landing fee schedule is assumed, where all current aircraft face increased landing fees due to noise, then the silent aircraft becomes economically dominant instead of just competitive, showing an approximate advantage of 19% when its DOC is compared with the 747-400 or any of various other current commercial transports operating under the more stringent fee schedule.
This thesis describes the design, implementation, and use of an integrated design tool to predict and optimize the performance and costs associated with producing a novel, functionally silent commercial aircraft design. This tool is used to produce and evaluate an aircraft design, to evaluated trades between different potential missions and performance measures, and then to compare this low-noise design with current commercial aircraft. The nature of the integrated problem of designing for noise, which must take into account engine and airframe design, operational requirements, economics of airline operation, and noise generation, is described. A Blended-Wing-Body (BWB) configuration was selected for use as the basis for the silent aircraft platform due to its inherent potential for low-noise operations. This configuration was modeled using the design tools developed for the project as well as Boeing's WingMOD software. Both the design tools developed here and the WingMOD software are described. These models were used to perform design space trades with respect to aircraft range, cruise parameters, planform shape, acoustic performance, and engine performance requirements. The results of these trade studies were used to determine the performance cost of low noise configuration choices as well as the best mission and airframe constraints to apply to the silent aircraft. A Direct Operating Cost (DOC) model was developed from existing empirical relations. This DOC model was used to evaluate the cost of low noise designs and more stringent noise-based landing fees. It was also used to compare the silent aircraft with modern commercial aircraft to assess whether an aircraft designed with noise as an objective could be competitive with current
by Adam John Diedrich.
S.M.

Purpose: The purpose of this research is to analyze the current routine for processing customers’ personal data in a Swedish public transport organization and advise on improvements that might be made to better comply with GDPR. Methodology: A qualitative study of personal data (as defined in the GDPR) based on five telephone interviews. The interviews were held in Swedish, then transcribed and finally translated to English for analysis. Literature perspectives: A research (neutral) perspective of the implementation regarding the General Data Protection Regulation (GDPR) within an organization. It is reported that GDPR tend to increase the tension in an organization. Some organizations expect GDPR will increase the annual budget and believe the business strategy will be changed. Findings: The organization is interested to clearly implement the regulation to their best interest they can. The organization see the centralization of customers’ data as a positive outcome and want to continue with IT-support for the GDPR process to get automated. The organization expresses they want to create a good relationship with their customers and be clear with the purpose of data collection. Conclusions: The research suggests that the organization should invest in IT support, help guiding the employees to understand the purpose of GDPR and produce staff guidelines. The staff guidelines should cover most of the issues that may occur during daily routines. However, if any anomalies occur regarding GDPR, the data processor should act as a guide to the employee.
Syfte: Syftet med kandidatuppsatsen är att analysera den nuvarande processen för bearbetning av kunders personuppgifter i en svensk kollektivtrafikorganisation samt ge förbättringsråd angående saker som kan förbättras för att bättre följa GDPR. Metod: En kvalitativ studie som handlar om personuppgifter (enligt definitionen i GDPR); baserat på fem telefonintervjuer. Intervjuerna hölls på svenska, transkriberades och översattes sedan till engelska för en analys. Teoretiska perspektiv: Ett forsknings- (objektivt) perspektiv på implementeringen av den allmänna dataskyddsförordningen (GDPR) inom en organisation. Det rapporteras att GDPR tenderar att öka stressen i en organisation. Vissa organisationer förväntar sig att GDPR kommer öka den årliga utgiften för databehandling samt tror att deras affärsstrategi kommer förändras. Resultat: Region Värmland Kollektivtrafik är intresserade av att genomföra GDPR förordningen i högsta grad. Organisationen ser centraliseringen av kundens personliga data som ett positivt resultat och vill fortsätta med IT-stöd för GDPR- processen för att den ska kunna bli automatiserad. Organisationen uttrycker att de vill skapa en bra relation med sina kunder och vara tydliga med syftet av datainsamlingen. Slutsatser: Studien antyder att organisationen bör investera i IT-stöd, hjälpa anställda att förstå syftet med GDPR samt ta fram personalriktlinjer. Personalriktlinjerna bör täcka de flesta problem som kan uppstå i de dagliga rutinerna. Om det däremot uppstår några avvikelser gällande GDPR, bör personbiträde fungera som en hjälpande hand för de anställda.

Public transport shows large regional disparities in development. This report aims to determine if any part of the cause is to be found in the form of the regional public transport organizations. There is no doubt about the eager for increasing the public transport market share beyond societal basic principle where the public transport covers school and work commuting in order to be an environmentally friendly substitute for the car. The amount of money spent on public transport and the idea of an integrated system differs from region to region, what seems to be the optimal way of creating a regional transportation to increase the public transport market share? The population is getting bigger and bigger and this fact contributes to regional growth round cities in Sweden. To fulfill necessary needs regarding transportation for these people living in the outer part of a region, counties are working together to simplify the travel. What's making this work difficult is that every county has their own prices for purchasing monthly passes to access the public transport, and since these passes aren’t valid for journeys across the county border, this limits the regional growth. In addition to this fact that counties have to erase the difficulties with handling different situations within each county, the public transport has been since the year 2012 deregulated in Sweden and the market is open for any transport company to start a business. Many companies in the same area also create a confusing situation for the travelers regarding the needs for different tickets for different part of the same journey. If a traveler misses the intended departure it is not certain that she can take the next departure if this is provided by another company. All together create county borders, many companies, increasing need for regional growth and travel together with a severe economic situation the foundation for this investigation. The report is conducted by studying reports, books and other available information such as the traffic development program from each county. This information is compared with a model with statistics from each region and at least one representative in the form of an experienced employee from the public transport sector in each region. This data and analysis work as the foundation for the results in this thesis.

Les cellules eukaryotes sont compartimentées par des structures intracellulaires nommées organites. On peut citer le réticulum endoplasmique, l'appareil de Golgi, le réseau endosomal et lyzosomal. Ces structures délimitées par des membranes cellulaires sont hautement dynamiques, structures dont les composants s'échangent sans cesse entre les différents compartiments. Malgré cette dynamique, les structures qui composent les réseaux d'organites sont très stables et robustes, de sorte que l'on peut décrire un état stationnaire pour ces systèmes hors équilibre et auto-organisés. Bien qu'ils soient robustes en conditions physiologiques, ces compartiments peuvent subir des modification de structures en condition pathologiques ou sous l'effet de traitements pharmacologiques. L'auto-organisation de systèmes à l'équilibre et relativement bien compris par le biais de diagrammes de phases, où l'on peut représenter lesdites phases en fonctions de paramètres physiques, tels que la concentration, ou les interaction entre les différents composants. La situation est bien moins prédictible pour des systèmes hors équilibre. C'est là donc une question scientifique intéressante que de comprendre les mécanismes contraignant l'organisation intracellulaire, où transports actifs et modification biochimiques des composant, tout deux consommant de l'énergie, sont en compétition avec des phénomènes passifs telle que la diffusion. Nous étudions, aussi bien numériquement qu'analytiquement, des modèles d'auto-organisation et de transport, dans des systèmes où un nombre réduit de composants s'organisent par le biais de réaction stochastiques, en des structures de grandes tailles. La question principale que nous posons est de comprendre comment les dynamiques d'échanges entre compartiments (par le biais de vésiculations et de fusion) jouent de concert avec les cinétiques de maturation des composants d'organites, permettent la mise en place d'un réseau robuste. A cette fin, nous nous focalisons sur un organite type, multi-compartiments, doté d'une dynamique riche de transport et de maturation de ses composants : l'appareil de Golgi. Nous décrivons et analysons l'état stationnaire de ces systèmes, en des termes de tailles et de pureté des compartiments le composant - sont ils gros ou petit, triés dans leur composition ou mixés. De cet état stationnaire émerge spontanément un transport de vésicules entre les compartiments, dont la directionnalité est intimement liée à l'état stationnaire. Ce transport est antérograde dans les régimes triés, rétrograde dans les régimes mixés. Des interactions locales, entre les compartiments et ce qu'ils renferment (protéines dont le nom générique est cargo), suffisent à biaiser ces dynamiques de transport. Cela impacte à la fois le temps de résidence des cargos, mais aussi leur localisation dans le système. La capacité de cet organite à trier ces cargos dépend cependant grandement de l'état stationnaire précédemment décrit
Eukaryotic cells are highly compartmentalized into intracellular organelles, such as the endoplasmic reticulum, the Golgi apparatus, endosomes and lysosomes. These are dynamical structures bounded by lipid membranes, within which components undergo biochemical modification by enzymes, and between which components are constantly being exchanged. Despite their highly dynamical nature, their spatial organization is fairly well conserved over time, so that they could be seen as stationary states of a highly non-equilibrium, and multi-component system. On the other hand, this organization has been observed to be totally disorganized in pathologies or drug treatments. Self-organization in equilibrium systems is fairly well understood by means of phase diagrams where the occurrence of different phases (dispersed, condensed, phase separated) depends on physical parameters (concentrations, interaction energy between components). The situation is much less clear for non-equilibrium systems. It is therefore an exciting challenge to reach a quantitative understanding of the mechanisms dictating the intra-cellular organization, where active transport and biochemical modification by energy-consuming enzymes compete with purely passive phenomena such as diffusion. We design and study, both analytically and numerically, simple models of self-organization and transport in systems where a limited number of components may self-organize into larger structures by means of stochastic reactions. Our main fundamental question is to determine how the interplay between the dynamics of inter-organelle exchange (by means of vesicle secretion, transport and fusion) and the kinetics of biochemical maturation within organelles may yield a precise and robust organelle network. To this end we focus on one "stereotype" organelle, that is already multi-compartments and with a very rich dynamics of vesiculation, fusion and maturation: the Golgi Apparatus. We describe and understand the steady-state organization of such systems, in term of compartments' size and purity - how big and well sorted are the different compartments. From this steady-state, a vesicular transport spontaneously emerges, whose directionality is linked to the steady-state organization. It is anterograde in a pure regime, and retrograde in a mixed configuration. Local interaction between components being transported, and membranes are sufficient to bias those transport. This both change the kinetics of transport in the system, and thus their location in the compartments. How efficient the system is in sorting these elements, strongly relies on the steady-state organization and the vesicular transport

The thesis is an analytical study of the structure and activities of the International Transport Workers' Federation(ITF) from 1945 to 1965.It gives particular attention to the nature of the ITF's memberships, especially its expansion to the United States and to the Third World; to the ITF's political stance in a period of enormous international tension and to the interrelationship of both those factors. The ITF was founded in 1896 and there are few substantial transport workers' unions which are not yet affiliated. It has long been recognized as the most effective of all the international trade union organizations. The ITF made a significant contribution to the Allied war effort in the Second World War and its membership in every branch of the international transport industry took on great strategic importance during the Cold War. The thesis is based on original research, making special use of the ITF's extensive archives at the Modern Records Centre of the University of Warwick. There is a close and critical focus on the ITFs political engagement, exemplified by its controversial part in countering communist influence in European ports in the early 1950s at the time of the introduction of the European Recovery Programme (the Marshall Plan). This discussion is, however, set in the context of the ITF's structures and its broader social and industrial concerns, such as the defence of trade union and civil rights and assistance to transport workers' unions in the newly de-colonized developing countries. The conclusions draw out the main findings of the research and discuss the dearth of academic literature on the international trade union movement, and especially the almost total neglect of 'International Trade Secretariats', organizations such as the ITF which group together national trade unions in specific industries and services. On this basis, it surveys a poorly served theoretical field and outlines implications for future theoretical analysis.

This thesis provides a description of the market for maritime container transport with a focus on container imbalances in Central Europe. Based on secondary literature, statistics and interviews, the current situation of global maritime trade and existing challenges for shipping lines is presented. In the second part, particular characteristics of the Central European market are introduced. Besides a detailed description of the infrastructure for container transports to and from this region, challenges and strategies considered by shipping lines are presented. It is highlighted that the export orientation of Germany and Austria and the import orientation of the Czech Republic and Slovakia have certain implications for the regional transport market. A real-life business case highlights existing problems, especially connected to the internal setup of ocean carriers which do not exploit all potentials of cross-border cooperation.

Doutoramento em Estudos de Desenvolvimento
In September 2015, the United Nations (UN) officially adopted the 2030 Agenda for Sustainable Development together with 17 Sustainable Development Goals (SDGs) (UN, 2016). The main collective aims of the 17 SDGs are to end poverty, hunger and inequality, to take action on climate change and the environment, improve access to health and education, and build strong institutions and partnerships. More than three years have passed into this 15-year process, and while many countries have started implementing the SDGs, it is becoming increasingly clear that there are a number of issues concerning the implementation of the SDGs, including challenges within the United Nation’s Development System (UNDS). The attainment of any sustainable development programme including the three dimensions of sustainable development (social, economic, and environmental) is known to be inherently complex particularly across horizontal and vertical boundaries in policy making processes. Concerns have been expressed at the United Nations through various channels and levels. Member States would like to see more coordination, coherence, effectiveness and efficiency in the operational activities for development within and among all levels of the UNDS. The Secretary-General of the UN is fully committed to repositioning the UNDS to deliver on the 2030 Agenda by becoming more structured and less fragmented to support the achievement of the SDGs and the 2030 Agenda. Similarly, the International Maritime Organization1 (IMO) as part of the UNDS, must be effective through its stakeholders in contributing tangibly towards the implementation of the SDGs in the international maritime transport domain as shipping plays a central role in the world economy. The fulfillment of the SDGs requires a strong commitment by all UN Member States, not least by the Contracting Governments at the IMO. In 2017, the IMO Secretariat stated that IMO is almost two years behind other United Nations system bodies in the implementation of the 2030 Agenda and the SDGs. Since then, progress has been very slow and most of the work was done by the IMO Secretariat with scarce input from IMO stakeholders. This empirical research aims to identify the issues and challenges which the stakeholders at IMO are facing when implementing the United Nation’s 2030 Agenda for sustainable development in the international maritime transport domain. This study aims to identify the phenomenon that has contributed to this rather laid-back situation at IMO by shining a light on the issues that have impacted the implementation of the 2030 Agenda from the perspective of IMO and its stakeholders and further identify how these can be addressed. This study introduces grounded theory as the research methodology that was used, explains the research and analytical process undertaken, and presents the key findings based on empirical data gathered from 47 interviews. The main results are presented as a set of six propositions supported by an institutional conceptual framework, all of which have been validated as part of the research process. The first proposition presents the emergent core substantive grounded theory. It explains the phenomenon overwhelming Member States at IMO which has bred inactivity among Member States regarding the achievement of the SDGs at IMO. The other five propositions, which also form part of the substantive grounded theory, suggest how the issues, which can be attributed to the phenomenon explained by the first proposition, could potentially be best addressed. To effectively implement the SDGs, the study identified what needs to be done within IMO and by its stakeholders and concludes that there must be an IMO-led strategy on sustainable development within the context of the 2030 Agenda supported by an appropriate governance structure that sees the introduction of strategic actors for coordinating the implementation of the SDGs at national level. With the support of a Task Force on sustainability, and by also making use of the IMO Member State Audit Scheme2 to create more awareness and ownership, the strategic actors could work towards balancing the three dimensions of sustainable development – the economic, the environmental, and the social dimensions, which were found to be imbalanced in the international shipping domain. The IMO Member State Audit Scheme (IMSAS) aims to provide an audited Member State with a possibility of an assessment of how effectively it implements and administers the mandatory IMO instruments falling under the Scheme (IMO, 2017b). This study also concludes by presenting an Institutional Conceptual Framework developed on the basis of the findings of the empirical research and the resulting six propositions. The Institutional Conceptual Framework, as a platform, brings together the most critical elements that were found to be important and need to be implemented so that issues that this study has raised can be addressed, and the implementation of the 2030 Agenda and the SDGs within the international maritime transport domain can be accelerated and mainstreamed. Since studies of this nature within the context of IMO are very scarce, this research has provided a valuable contribution to the current academic literature and knowledge on sustainable development. The outcome of this doctoral thesis aims to create a better understanding of the potential issues and challenges in relation to the implementation of the 2030 Agenda for sustainable development and the SDGs in the maritime transport domain. These insights are valuable for the stakeholders at IMO in preparing the necessary groundwork for a sustainability course within IMO and at national level, to effectively implement the SDGs. If well engaged, IMO stakeholders can be the frontrunners in contributing towards achieving sustainable development on a global level by mainstreaming the SDGs through the work of IMO and by successfully integrating the economic, social, cultural and environmental dimensions of sustainable development of vital importance in the struggle to eradicate poverty and promote prosperity on a global scale through the maritime transport domain.
Em setembro de 2015, a Organização das Nações Unidas (ONU) adotou a Agenda 2030 para o Desenvolvimento Sustentável, bem como os 17 Objetivos de Desenvolvimento Sustentável (ODS) (UN, 2016). A meta global destes 17 objetivos inclui erradicação da pobreza, fome e desigualdades, agir sobre as alterações climáticas e o ambiente, melhorar o acesso à educação e aos cuidados de saúde, construir parcerias e instituições mais robustas. Mais de três anos passaram, neste processo com duração total de quinze, e enquanto muitos países já iniciaram a implementação dos ODS, é cada vez mais claro que existem numerosas questões sobre esta implementação, incluindo desafios dentro do próprio Sistema de Desenvolvimento das Nações Unidas (SDNU). O cumprimento de qualquer programa de desenvolvimento sustentável, incluindo as três dimensões da sustentabilidade (social, económica e ambiental), é um processo inerentemente complexo, particularmente no concerne às fronteiras horizontais e verticais de definição de políticas. A ONU tem vindo a exprimir preocupações aos mais diversos níveis e através de inúmeros canais. Os seus Estados Membros querem mais coordenação, coerência e eficiência por parte do SDNU a nível das atividades operacionais para o desenvolvimento. O Secretário Geral das Nações Unidas está empenhado no reposicionamento do SDNU a nível da implementação dos objetivos da Agenda 2030, tornando-o mais estruturado e reduzindo a sua fragmentação, a fim de apoiar da melhor forma a efetiva realização dos ODS e da Agenda 2030. Paralelamente, a Organização Marítima Internacional3 (OMI), como parte integrante do SDNU, tem de ser eficaz através dos seus stakeholders, de modo a contribuir de forma tangível para implementação dos ODS no domínio do transporte marítimo internacional o qual tem um papel central na economia mundial. O cumprimento dos ODS exige um forte compromisso por parte de todos os estados membros da ONU, e nomeadamente pelos Governos Contratantes da OMI. Em 2017, o Secretariado da OMI reconheceu que a organização está quase dois anos atrás de outros órgãos do sistema das Nações Unidas na implementação da Agenda 2030 e dos ODS e, desde então, o progresso tem sido bastante lento e muito do trabalho realizado deve-se ao Secretariado da OMI, com uma contribuição reduzida por parte dos intervenientes principais na OMI. Esta investigação empírica tem como objetivo identificar as questões e desafios que os stakeholders na OMI enfrentam na implementação da Agenda 2030 das Nações Unidas para o desenvolvimento sustentável, no domínio do transporte marítimo internacional. Este estudo visa também analisar as causas que têm contribuído para a forma descontraída como a situação tem sido tem sido tratada na OMI, evidenciado as questões que estão a afetar a implementação da Agenda 2030 na perspetiva da organização e seus stakeholders, e identificando a forma como podem ser abordadas. Este estudo introduz a teoria fundamentada (Grounded Theory) como metodologia de investigação, explicando o processo de pesquisa e análise implementado, e apresentando as principais constatações extraídas dos dados empíricos recolhidos nas 47 entrevistas realizadas. Os principais resultados são apresentados como um conjunto de seis proposições apoiadas num referencial conceptual institucional, tendo sido validadas como parte do processo de investigação. A primeira proposição apresenta o núcleo emergente da teoria fundamentada substantiva. Explica o fenómeno que envolve os estados membros da IMO, responsável pela sua inatividade a nível dos ODS na OMI. As cinco proposições seguintes, que são parte integrante da teoria fundamentada substantiva, sugerem a forma como as questões encontradas, que resultam em grande medida do fenómeno explicado pela primeira proposição, podem potencialmente ser abordadas. Para uma implementação eficaz dos ODS, o estudo identificou as ações a empreender no âmbito da OMI pelos seus intervenientes principais, concluindo que deve existir uma estratégia liderada pela OMI sobre o desenvolvimento sustentável no contexto da Agenda 2030, apoiando-se numa estrutura de governança apropriada que inclua a introdução de atores estratégicos na coordenação da implementação dos ODS a nível nacional. Com o suporte de um grupo de trabalho sobre sustentabilidade, e fazendo uso do Esquema de Auditoria aos estados membros da OMI4 na criação de sensibilização e apropriação, os intervenientes estratégicos poderão trabalhar no sentido de equilibrar as três dimensões do desenvolvimento sustentável – económica, ambiental e social, que apresentavam desequilíbrios no domínio do transporte marítimo internacional. 4 O Esquema de Auditoria aos Estados Membros da OMI almeja prestar ao Estado Membro Auditado a possibilidade de requerer uma avaliação relativa à efetividade da implementação e administração dos instrumentos obrigatórios que estão no seu âmbito. Este estudo apresenta também como conclusão um referencial conceptual institucional baseado nas constatações mais relevantes da pesquisa empírica bem como nas seis proposições resultantes. A estrutura conceptual institucional, como plataforma, reúne os elementos considerados fundamentais para a abordagem das questões identificadas, de forma a acelerar e integrar a implementação da Agenda 2030 e dos ODS, no domínio do transporte marítimo internacional. Dada a escassez, ou mesmo inexistência de estudos desta natureza, esta pesquisa fornece uma contribuição significativa ao conhecimento e literatura académica na área do desenvolvimento sustentável no contexto da OMI. O resultado desta tese de doutoramento visa criar uma melhor compreensão das potenciais questões e desafios em relação à implementação da Agenda 2030 para o desenvolvimento sustentável e ODS no domínio do transporte marítimo. Esta visão é essencial aos intervenientes na IMO para o estabelecimento das bases necessárias de forma a rumarem na direção da sustentabilidade, tanto a nível da OMI como nacional, de forma a implementar eficazmente os ODS. Os atores principais da OMI, se corretamente envolvidos, podem ser líderes na contribuição para o desenvolvimento sustentável a nível global, incorporando os ODS através do seu trabalho na OMI e integrando com sucesso as dimensões económicas, sociais, culturais e ambientais do desenvolvimento sustentável – de grande relevância para a erradicação da pobreza e estimular a prosperidade a uma escala global através do transporte marítimo.
info:eu-repo/semantics/publishedVersion

Quel étrange personnage que le commissionnaire de transport ! Cet acteur majeur du monde des transports est à l’origine de nombreuses controverses doctrinales et d’un abondant contentieux judiciaire. Professionnel chargé d’organiser le transport des marchandises pour le compte d’un donneur d’ordre, il supporte une double responsabilité, de son fait personnel et du fait de tous les prestataires qu’il se substitue dans l’exécution de sa mission. Si le recours à la commission de transport est très fréquent, c’est parce qu’elle offre de garanties intéressantes aux clients, notamment la prise en charge intégrale de l’organisation du transport avec les risques qu’elle comporte. Cependant, en analysant attentivement la jurisprudence de ces dernières années, on a pu observer que la responsabilité de la plupart des commissionnaires de transport a été très lourdement appréciée. Le motif souvent retenu étant la faute personnelle, facilement assimilée à la faute lourde par les juges, avec pour conséquence la perte du bénéfice des limitations d’indemnités pour ce dernier. Que recouvre précisément la faute du commissionnaire de transport ? Sur ce point, on a assisté à une jurisprudence inflationniste notamment sur le devoir de conseil, les contours de cette notion n’étant pas clairement définis. La situation était devenue si préoccupante que les pouvoirs publics ont cru bon d’intervenir à travers deux réformes majeures. D’abord par la loi du 8 décembre 2009 avec l’introduction du nouvel article L.133-8 du Code de commerce, qui conditionne dorénavant l’exclusion des limitations d’indemnités à la preuve d’une faute dolosive ou inexcusable du commissionnaire de transport ou du transporteur. Ensuite par l’adoption du contrat type commission de transport (en vigueur depuis 2013). Ce contrat type, fruit d’une longue et laborieuse négociation entre les professionnels de ce secteur, encadre sérieusement la responsabilité personnelle du commissionnaire de transport. Comment appréhender alors la faute du commissionnaire de transport à la lumière de ces réformes ? C’est à cette question essentielle que ce travail va tenter d’apporter des éléments de réponses en s’appuyant sur les textes en vigueur et de la pratique observée dans les prétoires
What a strange character the freight forwarder (Agent) is ! This leading player of the world of transport is the source of several doctrinal debates and implies a plentiful judicial dispute. Professional appointed to organize the transport of the goods on behalf of a contractor, he bears a double responsibility, of his personal fact and because of all the persons receiving benefits for whom he substitutes itself in the execution of his mission. If the appeal to the committee of transport is very frequent, it is due to the interesting guarantees it offers to the customers, in particular the complete coverage of the organization of the transport with the risks which it involves. However, by carefully analyzing the jurisprudence of recent years, it has been observed that the responsibility for most freight forwarders was very heavily estimated. The often held motive being the personal fault easily likened to the serious offence by the judges, involving the loss of the profit of the limitations of compensations for the latter. What does exactly the fault of the forwarder cover? On this point, we attended an inflationary jurisprudence in particular on the duty of advice, the outlines of this notion not being clearly defined. The situation had become so worrisome as public authorities saw fit to intervene through two fundamental reforms. At first by the law of December 8th, 2009 with the introduction of the new article L.133-8 of the Commercial law, which conditions from now on the exclusion of the limitations of compensations in the proof of a dolosive or unforgivable fault of the agent of transport or the carrier. And then by the adoption of the standard commission contract of transport (in force since 2013). This standard contract, fruit of a long and laborious negotiation between the professionals of this sector, frames seriously the personal liability of the forwarder. How to identify then the fault of the forwarder in the light of these reforms? It is to this essential question that this work is going to try to bring elements of answers based on the current texts and the practice observed in the courts of justice

The Diploma Thesis is focused on description of public transport systems in Prague and Sydney and their final comparison. Theoretical part is describing development of transport, transport infrastructure, public transport priority, system of tariffs, means of transport etc. In practical part both systems are described in detail with focus on organization and functionality. Final comparison is focused on confrontation from many points of view to capture the most of identical or different aspects.

Sweden lacks a powerful advocate who can represent the passengers in the public transport sector. In conjunction with the liberalization of the public transport market, the bus and rail services that have been opened up for competition and the allocation of responsibility within public transport has been divided into a several amount of actors. The liberalization has been positive for the passengers by a wider supply of transport services and also resulted in new service incentives. Within the commercial rail traffic market there is now a variety of tickets in different price ranges. The railway has also been vertical separated into operating traffic and infrastructure management, which have resulted in uncertain accountability at disruptions, for passengers such as the traffic operators. Since the Swedish Transport Administration Trafikverket nowadays procures the maintenance of the railway, the authority has been criticized losing control over their facility. The new Public Transport Act was introduced in 2010 and provides the local and regional public transport to be procured by the regional public transport authorities. They decide which traffic in the region that should be offered as obligated service that will be subsidised. The state has been reticent in interfering with the regional authorities but has simultaneously in several governmental investigations identified shortcomings in public transport, for example in the systems for ticketing and information. On voluntary bases the industry has been collaborated since a long time for developing such common platforms but the progress has been slow. However the actors introduced a common digital portal for information and ticketing in January 2015. In Denmark and in the United Kingdom there are governmental funded passenger organizations today that comprise operations in quality measurements of public transport and offering support to vulnerable passengers. The organizations are trying to achieve improvements in supply, or demand economic compensation for the passengers in case of traffic disruption. With the Government's recent appropriation direction to Trafikverket, the authority now may support non-profit organizations activities that harmonize with the national transport policy objectives, which mean that financial support could be disbursed to the non-profit passenger organization Resenärsforum, which is the leading passenger organization in Sweden today. An establishment of a new authority, to ensure the passengers' interests would require a more comprehensive governmental investigation. Rather, the state needs to take responsibility by establishing a national traffic service program that could clarify the division of responsibilities among existing authorities. That could also comprise commission for actors, as well public as private, for example in operation passenger information at traffic disruptions.

Barrières de transport (TB) sont un élément clé dans le contrôle de transport turbulent et atteindre la haute performance des ‘plasmas brûlants’. Les études théoriques abordent l’autorégulation de la turbulence comme une explication possible pour la formation de TB, mais une compréhension complète de ces dynamiques complexes est toujours manquante. Dans ce contexte, nous abordons l’auto-organisation dans le transport turbulent dans les plasmas de fusion dans le but de présenter une nouvelle compréhension de la dynamique des TB. Les outils numériques que nous utilisons des simulations de portée de la turbulence gyrocinétique plus complexe à simple turbulence des fluides 2D et prédateur-proie comme modèles.Deux principales caractéristiques de l'auto-organisation, les avalanches et les flux zonal (ZF), semblent contrôler transport à grande échelle. Dans la région de SOL (Scrape Off layer), événements avalancheux intermittents ne permettent pas séparation d'échelle dans le temps ou l'espace entre champs moyens et les modalités de fluctuation. Dans le bord (edge), la génération des doubles couches de cisaillement dans les profils de vitesse réduit le transport turbulent. Un modèle turbulent 2D pour la génération de ‘piedestal’, qui est non spécifique des plasmas de tokamak, a été mis au point, le piedestal étant localisée à l'interface entre les régions a différent amortissement d'écoulement zonal: edge et SOL. Les événements de relaxation quasi-périodiques sont étudiés réduisent le modèle à trois couplage des modes pour identifier l'interaction entre les streamers et les ZF et le rôle du Reynolds stress dans la génération et la saturation du TBs
Transport barriers (TB) are a key element in controlling turbulent transport and achieving high performance burning plasmas. Theoretical studies are addressing the turbulence self-regulation as a possible explanation for transport barrier formation but a complete understanding of such complex dynamics is still missing. In this context, we address self-organized turbulent transport in fusion plasmas with the aim of presenting a novel understanding of transport barriers dynamics. The numerical tools we use span simulations from the most complex gyrokinetic turbulence to simpler 2D fluid turbulence and predator-prey like models.Two features of self-organizations, avalanches and zonal flows (ZFs), appear to control large scale transport. In the SOL (Scrape Off Layer) , intermittent avalanche events do not allow for time or space scale separation between mean fields and fluctuation terms. In the edge, the generation of long living double shear layers in the profiles of the velocity reduces radial turbulent transport. Such radially distributed barriers govern profile corrugations. A 2D turbulent model for pedestal generation, which is not specific of Tokamak plasmas, has been developed, the pedestal being localized at the interface between regions with different zonal flow damping: the edge region, where zonal flows are weakly damped by collisions, and the SOL region characterized by zonal flow damping due to boundary conditions. Quasi-periodic relaxation events are studied reducing the model to three modes coupling to identify the interplay between streamers and ZFs and the role of Reynolds stress in the generation and saturation of TBs

Dans le contexte du développement rapide des villes chinoises, l’expansion de la ville et les nouvelles zones de développement entraînent de forte besoins de mobilité. Le transport public ne peut satisfaire toutes les demandes des déplacements des citadins. Ils organisent leurs propres services, les transports semi-collectifs, par une approche de bas en haut. Avec les avantages de l’adaptation locale, du service à la demande et de la flexibilité, ce type de transport devient un mode important pour leurs vies moderne. Pourtant, ce transport est en dehors du système du transport traditionnel. Le cadre juridique et institutionnel actuel n’est pas adapté à l’exploitation de ces transports spontanés. La réglementation gouvernementale sur ce type de transport montre aussi une difficulté en raison du manque d’un cadre convenable. De plus, le système du transport urbain durable demande une intégration des divers modes des transports. La relation entre le transport semi-collectif et les autres moyens du transport devient une question essentielle. De ce fait, nous proposons des approches de l’évolution du cadre juridique et institutionnel, de l’amélioration de l’organisation et l’exploitation ainsi que de l’intégration dans le système du transport urbain, afin de créer un environnement innovant pour l’avenir du transport semi-collectif
In the context of the rapid development of Chinese cities, the expansion of the city and the new areas of developments lead the strong mobility needs. Public transport cannot meet all the demands of movement of citizens. They organize their own services, paratransit, with an approach bottom-up. With the advantages of local adaptation, on-demand service and flexibility, this transport becomes important to their modern lives. However, this transport is out of the traditional transport system. The current legal and institutional framework is not suitable for the operation of this spontaneous transport. Government regulations on this type of transport also show difficult because of lack of suitable frames. In addition, the sustainable urban transport system requires integration of various modes of transport. The relationship between the paratransit and other transportation modes is another key issue. Therefore, we propose approaches to change legal and institutional framework, to improve organization and operation and integrate this mode in the system of urban transport, to create an innovative environment for future of paratransit

Conjugated polymers represent the next generation of conducting materials that will enable technological devices incorporating thin film transistors, photovoltaic cells etc., in a cost-effective roll-to-roll manner. Given the importance of microstructure on charge transport, ordered self-assembly in polymeric semiconductors assumes paramount relevance. This thesis thus focuses on a fundamental investigation of the correlations between the morphology and microstructure of the first high mobility solution processable semiconducting polymer, poly(3-hexylthiophene)(P3HT), and its corresponding charge transport properties. The evolution of polymer chain conformations is first studied, leading up to the formation of the conducting channel. An intermediate lyotropic liquid crystalline phase is identified, characterized by anisotropic ordering of the polymer chains. Methods for tuning the microstructure of P3HT thin films are also discussed, with an emphasis on understanding the role of molecular parameters, such as regioregularity and process parameters such as the film formation method. An ultrasound based technique for inducing the formation of ordered π-stacked molecular aggregates is also introduced. The results presented here not only provide understanding of microstructure-charge transport correlations, but also the very process of film formation in solution processable organic semiconductors, which could in turn hold the key to approaching the mobility benchmark represented by single crystals.

Dans de nombreuses métropoles, il n'existe pas de transports collectifs centralisés, publics ou privés. Des solutions alternatives se sont développées grâce à des systèmes de transports artisanaux qui reposent sur l'éclatement de la propriété et l'autonomie des équipages de véhicules. Leur mode d'organisation permet aux transports artisanaux de s'adapter à la demande de manière dynamique. Nous proposons d'analyser les caractéristiques de ces systèmes grâce à la modélisation multi-agents et les théories de l'auto-organisation. A travers plusieurs modèles, nous verrons comment les structures et les dynamiques de ces systèmes dépendent des stratégies individuelles et de la structure urbaine. A travers la question de l'adaptabilité du transport en commun, les transports artisanaux nous amènent à nous interroger sur les dimensions urbaines de la mobilité collective mais également sur la flexibilisation des services de transport
Several metropolises have not any centralized collective transport system, neither private nor public. Alternative solutions appeared, their caracteristics are principally that the ownership is spread out and the vehicle crew is self-directed. The mode of organization of these transports allows them to adapt dynamically to the demand.We propose to analyse the caracteristics of these systems by means of multi-agents modeling and self-organization theory. Using several models, we show how structures and dynamics of these systems are linked to individual strategies and urban structure.Through the question of adaptability of collective transport, small-scale transports led to concern about urban dimensions of collective mobility and flexibilisation of transport services

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Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES
Studies of work organization and its relationship with the results of operations in private and public organizations are multiplying in all degrees of school, however when asked about the relationship between these parameters in the cooperative activity there is a gap proportional to the importance of the subject. We see, however, cooperatives are started in various countries, excluding, in part, its philosophical and political ideologies. In Brazil, the cooperatives have been operating in various economy areas providing economic and social development. In this scenario, where there should be mass application of individual efforts, transforming them into collective effort, there is sharing of interests and compromise less with its own organization. In the case of people s transportation cooperative, these are inserted in a different block, especially in the Northeast of Brazil, where activities related to tourism grow above the average for other productive activities, in the initial stages, is not observed in the cooperatives established in the the region. Thus, the study objective is to identify the relationship between work organization mode and organizational performance of people transportation cooperative in the state of Paraiba. For this purpose, we used for basic research, descriptive, documentary and field, with qualitative and quantitative approach from questionnaires given to subjects, selected by stratified proportional sampling, of a population of 260 members and was realization the semi-structured interviews to presidents of the cooperatives. Then quantitative analysis we used the SPSS 8.0 software. For qualitative assessments was worked to analyze the content of words. The results, we found that the first cooperative of Paraiba was shaped Boxes Rural Raiffeisen, the organizations constitutive aspects show comprised mostly of married men with a mean age of 45 years and high school degree. The average monthly earnings, per each partner, is two thousand real (BRA) and the weekly work load of these is the 65-84h. The results achieved by the partners comprove their dependence on the performance of the cooperative. The solvency analysis revealed that the cooperatives studied have the ability to pay its financial commitments. And the influential variables of organizational performance, it follows that they are aligned to the internal structural elements - responsibility, power, leadership, command and control.
Os estudos de organização do trabalho e sua relação com os resultados operacionais em organizações privadas e públicas se multiplicam em todos os níveis da academia, contudo quando questionado sobre a relação desses parâmetros na atividade cooperativa verifica-se uma lacuna proporcional a importância do tema. Vê-se, contudo, o cooperativismo instalandose em diversos países, desconsiderando, em parte, suas correntes filosóficas e ideologias políticas. No Brasil, as cooperativas vêm atuando em diversos ramos da economia propiciando desenvolvimento econômico e social. Nesse panorama, onde deveria haver aplicação em massa dos esforços individuais, transformando-os em esforço coletivo, observase a partilha de interesses e descomprometimento com a sua própria organização. No caso das cooperativas de transporte de pessoas, estas estão inseridas num nicho diferenciado, principalmente, no Nordeste brasileiro, onde atividades ligadas ao turismo crescem acima da média de outras atividades produtivas, o que, de modo incipiente, não é observado nas cooperativas instaladas na região. Dessa forma, o objetivo desse estudo é identificar a relação entre o modo de organização do trabalho e o desempenho organizacional de cooperativas de transportes de pessoas no estado da Paraíba. Para tal utilizou-se de pesquisa básica, descritiva, documental e de campo, com abordagem quali-quantitativa a partir de questionários aplicados a sujeitos, selecionados por amostragem estratificada proporcional, de uma população de 260 associados e com a realização de entrevistas semi-estruturadas aos presidentes das cooperativas de transportes de pessoas. Às análises quantitativas utilizou-se o software SPSS 8.0 e para as avaliações qualitativas trabalhou-se a análise do conteúdo das palavras. Aos resultados, identificou-se que a primeira cooperativa da Paraíba foi moldada as Caixas Rurais Raiffeisen; aos aspectos constitutivos das organizações tem-se que elas são formadas por em sua maioria por homens casados com idade média de 45 anos e com grau de instrução, o ensino médio. O faturamento médio mensal, por cooperado, é de dois mil reais e a carga de trabalho semanal destes é de 65-84h. Aos resultados alcançados pelos sócios comprova-se a dependência deles a atuação da cooperativa. A análise de solvência revelou que as cooperativas estudadas têm a capacidade de cumprir seus compromissos financeiros. E, quanto as variáveis influenciadoras do desempenho organizacional, resulta que elas estão alinhadas aos elementos estruturantes internos responsabilidade, poder, liderança, comando e Controle.

Os estudos relativos à confiança têm proliferado na literatura nacional e internacional. Contudo, são poucos os estudos que focam a relação entre a confiança, o absenteísmo e a rotatividade nas organizações. Com o intuito de diminuir essa lacuna, essa dissertação tem como propósito analisar o impacto da confiança organizacional na rotatividade e no absenteísmo com base em duas premissas: (1) a confiança organizacional impacta diretamente a rotatividade, (2) quanto maior a confiança organizacional menor o absenteísmo. Para esta analise foi aplicado o questionário Escala de Confiança do Empregado na Organização (ECEO) elaborado por Tamayo e Oliveira (2008) para funcionários de duas empresas do setor de transporte de passageiros, localizadas na região metropolitana do Rio de Janeiro. As respostas dos 385 funcionários da empresa A e 222 da empresa B não apresentaram o mesmo padrão identificado nos estudos de Tamayo e Oliveira (2008). Entre os resultados encontrados ressaltamos que (1) quanto maior for a confiança na promoção do crescimento do empregado e na solidez organizacional, menor serão os níveis de rotatividade; (2) normas relativas à demissão de empregados não influenciam diretamente os níveis de rotatividade das organizações; (3) não é possível pressupor a influência da confiança organizacional no absenteísmo das empresas.
The studies on trust have proliferated in the national and international literature. However, the relationship between organizational trust, absenteeism and turnover is rarely discussed in the literature. In order to fill this gap, this dissertation aims to analyze the impact of organizational trust on the turnover and absenteeism levels, based on two premises: (1) organizational trust impact on turnover rate; (2) the higher the organizational trust, the lower the absenteeism rate. Therefore based on a qualitative methodology was carried out a comparative case study between two bus companies, located on greater Rio de Janeiro, with the questionnaires Trust Scale Employee of the Organization (ECEO) prepared by Tamayo and Oliveira (2008) for a sample of 385 employees in the company A and 222 in company B. The responses were submitted to descriptive analysis and the pattern of responses was not exactly the same as for the model developed by Tamayo and Oliveira (2008). This study concluded that: (1) the greater the confidence in promoting employee growth and the organizational soundness, the lower will be the turnover levels; (2) the results demonstrate a negative association between rules relating to the dismissal of employees and turnover levels; (3) it is not possible to assume the influence of organizational trust in absenteeism companies.