Configuraciones espaciales del comercio minorista en Brasil

El objetivo de este trabajo es analizar el crecimiento del comercio minorista en Brasil teniendo en vista la ampliación del mercado interno de consumo que ha sido impulsada por la ampliación del sistema de crédito y por políticas estatales de redistribución de renta y de exención de impuestos. La expansión del mercado implica una profunda reestructuración a nivel productivo que abarca el sector industrial, comercial y de servicios y que se realiza por medio de una constante reorganización espacial y de la transformación gradual de los patrones de consumo. Una de las características principales del crecimiento del mercado interno de consumo es la tendencia a exacerbar las contradicciones centro-periferia generadas por la consolidación de procesos de concentración y centralización espacial de las actividades económicas en determinadas regiones del territorio brasilero.

Infrastructure Finance in Developing Countries by State and Multilateral Development Banks

Infrastructure concession is an alternative widely used by governments to increase investment. In the case of the road sector, the main characteristics of the concessions are: long-term projects, high investments in the early years of the contract and high risks. A viability analysis must be carried out for each concession and consider the characteristics of the project. When the infrastructure is located in a developing country, political and market growth uncertainties should be add in the concession project analysis, as well as economic instability, because they present greater risks. This paper is an analysis of state bank participation in road infrastructure finance in developing countries. For this purpose, we studied road infrastructure financing and its associated risks, and also the features of developing countries. Furthermore, we considered the issue of state banks and multilateral development banks that perform an important role by offering better credit lines than the private banks, in terms of cost, interest and grace period. Based on this study, we analyzed the Brazilian Development Bank - BNDES – and their credit supply to road infrastructure concessions. The results show that BNDES is the main financing agent for long-term investment in the sector, offering loans with low interest rates in Brazilian currency. From this research we argue that a single state bank should not alone support the increasing demand for finance in Brazil. Therefore, we conclude that there is a need to expand the supply of credit in Brazil, by strengthening private banks in the long-term lending market.

Implications of data-intensive applications for next generation mobile networks

Lately, the mobile data market has moved into a growth stage triggered by two facts: affordability of mobile broadband, and availability of data-friendly devices. At this stage, market growth is no longer dependent on push strategies from suppliers; on the contrary, demand is now driving the market. However, it will not be easy for mobile operating companies to cope up with the demand to come in the near future. The infrastructure that is needed to support corresponding demand is far from completion. Operators are forced to make heavy investments to upgrade and expand their networks. To decide how to handle the present and upcoming demand, they need to identify and understand the characteristics of the scenarios they face. This is precisely the aim of this article, which provides figures on the consequences for mobile infrastructures of a generalised mobile media uptake. Data from the Spanish mobile deployment case have been used to arrive at practical figures and illustration of results, but the conclusions are easily extended to other countries and regions

Experimental and statistical investigation of canonical problems in sloshing

En hidrodinámica, el fenómeno de Sloshing se puede definir como el movimiento de la superficie libre de un fluido dentro de un contenedor sometido a fuerzas y perturbaciones externas. El fluido en cuestión experimenta violentos movimientos con importantes deformaciones de su superficie libre. La dinámica del fluido puede llegar a generar cargas hidrodinámicas considerables las cuales pueden afectar la integridad estructural y/o comprometer la estabilidad del vehículo que transporta dicho contenedor. El fenómeno de Sloshing ha sido extensivamente investigado matemática, numérica y experimentalmente, siendo el enfoque experimental el más usado debido a la complejidad del problema, para el cual los modelos matemáticos y de simulación son aun incapaces de predecir con suficiente rapidez y precisión las cargas debidas a dicho fenómeno. El flujo generado por el Sloshing usualmente se caracteriza por la presencia de un fluido multifase (gas-liquido) y turbulencia. Reducir al máximo posible la complejidad del fenómeno de Sloshing sin perder la esencia del problema es el principal reto de esta tesis doctoral, donde un trabajo experimental enfocado en casos canónicos de Sloshing es presentado y documentado con el objetivo de aumentar la comprensión de dicho fenómeno y por tanto intentar proveer información valiosa para validaciones de códigos numéricos. El fenómeno de Sloshing juega un papel importante en la industria del transporte marítimo de gas licuado (LNG). El mercado de LNG en los últimos años ha reportado un crecimiento hasta tres veces mayor al de los mercados de petróleo y gas convencionales. Ingenieros en laboratorios de investigación e ingenieros adscritos a la industria del LNG trabajan continuamente buscando soluciones económicas y seguras para contener, transferir y transportar grandes volúmenes de LNG. Los buques transportadores de LNG (LNGC) han pasado de ser unos pocos buques con capacidad de 75000 m3 hace unos treinta años, a una amplia flota con una capacidad de 140000 m3 actualmente. En creciente número, hoy día se construyen buques con capacidades que oscilan entre 175000 m3 y 250000 m3. Recientemente un nuevo concepto de buque LNG ha salido al mercado y se le conoce como FLNG. Un FLNG es un buque de gran valor añadido que solventa los problemas de extracción, licuefacción y almacenamiento del LNG, ya que cuenta con equipos de extracción y licuefacción a bordo, eliminando por tanto las tareas de transvase de las estaciones de licuefacción en tierra hacia los buques LNGC. EL LNG por tanto puede ser transferido directamente desde el FLNG hacia los buques LNGC en mar abierto. Niveles de llenado intermedios en combinación con oleaje durante las operaciones de trasvase inducen movimientos en los buques que generan por tanto el fenómeno de Sloshing dentro de los tanques de los FLNG y los LNGC. El trabajo de esta tesis doctoral lidia con algunos de los problemas del Sloshing desde un punto de vista experimental y estadístico, para ello una serie de tareas, descritas a continuación, se han llevado a cabo : 1. Un dispositivo experimental de Sloshing ha sido configurado. Dicho dispositivo ha permitido ensayar secciones rectangulares de tanques LNGC a escala con movimientos angulares de un grado de libertad. El dispositivo experimental ha sido instrumentado para realizar mediciones de movimiento, presiones, vibraciones y temperatura, así como la grabación de imágenes y videos. 2. Los impactos de olas generadas dentro de una sección rectangular de un LNGC sujeto a movimientos regulares forzados han sido estudiados mediante la caracterización del fenómeno desde un punto de vista estadístico enfocado en la repetitividad y la ergodicidad del problema. 3. El estudio de los impactos provocados por movimientos regulares ha sido extendido a un escenario más realístico mediante el uso de movimientos irregulares forzados. 4. El acoplamiento del Sloshing generado por el fluido en movimiento dentro del tanque LNGC y la disipación de la energía mecánica de un sistema no forzado de un grado de libertad (movimiento angular) sujeto a una excitación externa ha sido investigado. 5. En la última sección de esta tesis doctoral, la interacción entre el Sloshing generado dentro en una sección rectangular de un tanque LNGC sujeto a una excitación regular y un cuerpo elástico solidario al tanque ha sido estudiado. Dicho estudio corresponde a un problema de interacción fluido-estructura. Abstract In hydrodynamics, we refer to sloshing as the motion of liquids in containers subjected to external forces with large free-surface deformations. The liquid motion dynamics can generate loads which may affect the structural integrity of the container and the stability of the vehicle that carries such container. The prediction of these dynamic loads is a major challenge for engineers around the world working on the design of both the container and the vehicle. The sloshing phenomenon has been extensively investigated mathematically, numerically and experimentally. The latter has been the most fruitful so far, due to the complexity of the problem, for which the numerical and mathematical models are still incapable of accurately predicting the sloshing loads. The sloshing flows are usually characterised by the presence of multiphase interaction and turbulence. Reducing as much as possible the complexity of the sloshing problem without losing its essence is the main challenge of this phd thesis, where experimental work on selected canonical cases are presented and documented in order to better understand the phenomenon and to serve, in some cases, as an useful information for numerical validations. Liquid sloshing plays a key roll in the liquified natural gas (LNG) maritime transportation. The LNG market growth is more than three times the rated growth of the oil and traditional gas markets. Engineers working in research laboratories and companies are continuously looking for efficient and safe ways for containing, transferring and transporting the liquified gas. LNG carrying vessels (LNGC) have evolved from a few 75000 m3 vessels thirty years ago to a huge fleet of ships with a capacity of 140000 m3 nowadays and increasing number of 175000 m3 and 250000 m3 units. The concept of FLNG (Floating Liquified Natural Gas) has appeared recently. A FLNG unit is a high value-added vessel which can solve the problems of production, treatment, liquefaction and storage of the LNG because the vessel is equipped with a extraction and liquefaction facility. The LNG is transferred from the FLNG to the LNGC in open sea. The combination of partial fillings and wave induced motions may generate sloshing flows inside both the LNGC and the FLNG tanks. This work has dealt with sloshing problems from a experimental and statistical point of view. A series of tasks have been carried out: 1. A sloshing rig has been set up. It allows for testing tanks with one degree of freedom angular motion. The rig has been instrumented to measure motions, pressure and conduct video and image recording. 2. Regular motion impacts inside a rectangular section LNGC tank model have been studied, with forced motion tests, in order to characterise the phenomenon from a statistical point of view by assessing the repeatability and practical ergodicity of the problem. 3. The regular motion analysis has been extended to an irregular motion framework in order to reproduce more realistic scenarios. 4. The coupled motion of a single degree of freedom angular motion system excited by an external moment and affected by the fluid moment and the mechanical energy dissipation induced by sloshing inside the tank has been investigated. 5. The last task of the thesis has been to conduct an experimental investigation focused on the strong interaction between a sloshing flow in a rectangular section of a LNGC tank subjected to regular excitation and an elastic body clamped to the tank. It is thus a fluid structure interaction problem.

Aplicación web de gestión financiera personal desarrollada con MEAN.JS

En este trabajo de fin de grado se llevará a cabo la elaboración de una aplicación web de gestión de gastos personales desde sus inicios, hasta su completo funcionamiento. Estas aplicaciones poseen un crecimiento emergente en el mercado, lo cual implica que la competencia entre ellas es muy elevada. Por ello el diseño de la aplicación que se va a desarrollar en este trabajo ha sido delicadamente cuidado. Se trata de un proceso minucioso el cual aportará a cada una de las partes de las que va a constar la aplicación características únicas que se plasmaran en funcionalidades para el usuario, como son: añadir sus propios gastos e ingresos mensuales, confeccionar gráficos de sus principales gastos, obtención de consejos de una fuente externa, etc… Estas funcionalidades de carácter único junto con otras más generalistas, como son el diseño gráfico en una amplia gama de colores, harán su manejo más fácil e intuitivo. Hay que destacar que para optimizar su uso, la aplicación tendrá la característica de ser responsive, es decir, será capaz de modificar su interfaz según el tamaño de la pantalla del dispositivo desde el que se acceda. Para su desarrollo, se va a utilizar una de las tecnologías más novedosas del mercado y siendo una de las más revolucionarias del momento, MEAN.JS. Con esta innovadora tecnología se creará la aplicación de gestión económica de gastos personales. Gracias al carácter innovador de aplicar esta tecnología novedosa, los retos que plantea este proyecto son muy variados, desde cómo estructurar las carpetas del proyecto y toda la parte de backend hasta como realizar el diseño de la parte de frontend. Además una vez finalizado su desarrollo y puesta en marcha se analizaran posibles mejoras para poder perfeccionarla en su totalidad. ABSTRACT In this final degree project will take out the development of a web application from its inception, until its full performance management. These applications have an emerging market growth, implying that competition between them is very high. Therefore the design of the application that will be developed in this work has been delicately care. It's a painstaking process which will provide each of the parties which will contain the application unique features that were translated into functionality for the user, such as: add their own expenses and monthly income, make graphs of your major expenses, obtaining advice from an external source, etc... These features of unique character together with other more general, such as graphic design in a wide range of colors, will make more easy and intuitive handling. It should be noted that to optimize its use, the application will have the characteristic of being responsive, will be able to modify your interface according to the size of the screen of the device from which are accessed. For its development, it is to use one of the newest technologies on the market and being one of the most revolutionary moment, MEAN. JS. The economic management of personal expenses application will be created with this innovative technology. Thanks to the innovative nature of applying this new technology, the challenges posed by this project are varied, from how to structure the folders of the project and all the backend part up to how to perform the part of frontend design. In addition once finished its development and commissioning possible improvements will analyze to be able to perfect it in its entirety.

The Economics of EU Railway Reform. Bruges European Economic Policy (BEEP) Briefing 8/2004

The EU began railway reform in earnest around the turn of the century. Two ‘railway packages’ have meanwhile been adopted amounting to a series of directives and a third package has been proposed. A range of complementary initiatives has been undertaken or is underway. This BEEP Briefing inspects the main economic aspects of EU rail reform. After highlighting the dramatic loss of market share of rail since the 1960s, the case for reform is argued to rest on three arguments: the need for greater competitiveness of rail, promoting the (market driven) diversion of road haulage to rail as a step towards sustainable mobility in Europe, and an end to the disproportional claims on public budgets of Member States. The core of the paper deals respectively with market failures in rail and in the internal market for rail services; the complex economic issues underlying vertical separation (unbundling) and pricing options; and the methods, potential and problems of introducing competition in rail freight and in passenger services. Market failures in the rail sector are several (natural monopoly, economies of density, safety and asymmetries of information), exacerbated by no less than 7 technical and legal barriers precluding the practical operation of an internal rail market. The EU choice to opt for vertical unbundling (with benefits similar in nature as in other network industries e.g. preventing opaque cross-subsidisation and greater cost revelation) risks the emergence of considerable coordination costs. The adoption of marginal cost pricing is problematic on economic grounds (drawbacks include arbitrary cost allocation rules in the presence of large economies of scope and relatively large common costs; a non-optimal incentive system, holding back the growth of freight services; possibly anti-competitive effects of two-part tariffs). Without further detailed harmonisation, it may also lead to many different systems in Member States, causing even greater distortions. Insofar as freight could develop into a competitive market, a combination of Ramsey pricing (given the incentive for service providers to keep market share) and price ceilings based on stand-alone costs might be superior in terms of competition, market growth and regulatory oversight. The incipient cooperative approach for path coordination and allocation is welcome but likely to be seriously insufficient. The arguments to introduce competition, notably in freight, are valuable and many e.g. optimal cross-border services, quality differentiation as well as general quality improvement, larger scale for cost recovery and a decrease of rent seeking. Nevertheless, it is not correct to argue for the introduction of competition in rail tout court. It depends on the size of the market and on removing a host of barriers; it requires careful PSO definition and costing; also, coordination failures ought to be pre-empted. On the other hand, reform and competition cannot and should not be assessed in a static perspective. Conduct and cost structures will change with reform. Infrastructure and investment in technology are known to generate enormous potential for cost savings, especially when coupled with the EU interoperability programme. All this dynamism may well help to induce entry and further enlarge the (net) welfare gains from EU railway reform. The paper ends with a few pointers for the way forward in EU rail reform.

The development of an expert system for the identification anodic coating process defects as a contribution to the dissemination of anodizing technology

Initially this thesis examines the various mechanisms by which technology is acquired within anodizing plants. In so doing the history of the evolution of anodizing technology is recorded, with particular reference to the growth of major markets and to the contribution of the marketing efforts of the aluminium industry. The business economics of various types of anodizing plants are analyzed. Consideration is also given to the impact of developments in anodizing technology on production economics and market growth. The economic costs associated with work rejected for process defects are considered. Recent changes in the industry have created conditions whereby information technology has a potentially important role to play in retaining existing knowledge. One such contribution is exemplified by the expert system which has been developed for the identification of anodizing process defects. Instead of using a "rule-based" expert system, a commercial neural networks program has been adapted for the task. The advantages of neural networks over 'rule-based' systems is that they are better suited to production problems, since the actual conditions prevailing when the defect was produced are often not known with certainty. In using the expert system, the user first identifies the process stage at which the defect probably occurred and is then directed to a file enabling the actual defects to be identified. After making this identification, the user can consult a database which gives a more detailed description of the defect, advises on remedial action and provides a bibliography of papers relating to the defect. The database uses a proprietary hypertext program, which also provides rapid cross-referencing to similar types of defect. Additionally, a graphics file can be accessed which (where appropriate) will display a graphic of the defect on screen. A total of 117 defects are included, together with 221 literature references, supplemented by 48 cross-reference hyperlinks. The main text of the thesis contains 179 literature references. (DX186565)

Knowledge-based development in leading regions across the globe:an exploratory analysis of the co-evolution of resources, capabilities, and outputs

It is widely observed that the global geography of innovation is rapidly evolving. This paper presents evidence concerning the contemporary evolution of the globe's most productive regions. The paper uncovers the underlying structure and co-evolution of knowledge-based resources, capabilities and outputs across these regions. The analysis identifies two key trends by which the economic evolution and growth patterns of these regions are differentiated-namely, knowledge-based growth and labour market growth. The knowledge-based growth factor represents the underlying commonality found between the growth of economic output, earnings and a range of knowledge-based resources. The labour market growth factor represents the capability of regions to draw on their human capital. Overall, spectacular knowledge-based growth of leading Chinese regions is evident, highlighting a continued shift of knowledge-based resources to Asia. It is concluded that regional growth in knowledge production investment and the capacity to draw on regional human capital reserves are neither necessarily traded-off nor complementary to each other. © 2012 Urban Studies Journal Limited.

A lojalitásprogramok menedzselése (Managing of loyalty programs)

A lojalitásprogramok egyre népszerűbbek hazánkban is, ahogy a növekedési lehetőségek bezárultak, és a menedzserek figyelme a vevők és a piaci pozíciók megtartása felé fordult. A közelmúltban azonban számos nemzetközi példa mutatja, hogy egy ilyen program lehet sikertelen is, amely veszteséget termel, így vagy kivezetésre kényszerül, vagy a vállalat kénytelen átszabni. Tudatos tervezés és reális üzleti modell nélkül tehát nem feltétlenül térül meg az akár milliárdos nagyságrendű befektetés. Jelen cikk során a szerző kísérletet tett arra, hogy összegyűjtse azokat a döntési pontokat, amelyek hatással lehetnek a programok sikerére, és bemutassa a lehetséges választási alternatívák előnyeit, hátrányait. Konklúzióként három olyan elvet emelt ki, amelyek meghatározóak lehetnek. Eszerint a programoknak a vállalati stratégiába és folyamatokba történő integrációja, a megfelelő megtérülési indikátorok felállítása és azok szisztematikus nyomon követése, valamint a program megkülönböztető, többnyire emocionális és élményszerű jellege, amely kiemelkedő szerepet játszhat az eredményesség szempontjából. _____ As the opportunity of market growth seemed to be limited and managers started to pay more attention to customer retention and market defence, loyalty programs became more and more popular marketing tool in Hungary. Many international cases proved, however, that the implementation of this activity can also lead to failure realizing considerable losses and by necessity companies can end up or reposition the program. Without a deliberate design and realistic business model it is not easy to guarantee the return of investment that can be even billion in size. In the current article the author attempts to collect all the relevant issues that can have effect on the success of loyalty programs and determine the consequences of potential options. As a conclusion, the author emphasized three critical principles. The integration of loyalty programs into the company’s strategy and processes, the appropriate measure of returns with systematic tracking and the unique, mostly emotional and entertaining characteristics of the program can be crucial.

A vállalati logisztikai költségek a magyarországi kis- és középvállalkozások körében végzett felmérés tükrében (Corporate logistics costs of the Hungarian small- and medium-sized enterprises)

A cikk a magyarországi kis- és középvállalkozások logisztikai költségeit vizsgálja a nemzetközi kutatások tükrében és a 2009-es közel kétezer hazai KKV-re kiterjedő „Vállalkozások helyzetének felmérése” alapján. A hazai logisztikai költségeket leginkább a vállalatméret és az ágazat befolyásolja. A magyarországi kis- és középvállalkozások ki nem szervezett szállítási és raktározási tevékenységei a hazai fuvarozóknak és raktárszolgáltatóknak jelentős piacbővülést jelenthetnének. Ez azonban csak látens piacbővülés, mivel a hazai KKV-k nem tervezik, hogy szállítási és raktározási tevékenységeiket nagyobb arányban szervezzék ki. Ez részben azzal magyarázható, hogy a feldolgozóipari, mezőgazdasági és kereskedő kis- és középvállalkozások viszonylag nagy arányban tekintik a logisztikát alapvető képességnek. Nemzetközi viszonylatban a magyarországi KKV-k magas logisztikai költségszintekkel szembesülnek, melynek mérséklésével az adminisztrációs terhek csökkentéséhez hasonló megtakarítást lehetne elérni. ____ This article examines total logistics costs and its components of the Hungarian small- and medium-sized enterprises in the light of international researches. It shows that company-size and its sector are the most important drivers of logistics costs and its components according to „Survey of position of enterprises”, which covered nearly 2000 Hungarian SMEs in 2009. It also proves that transport and warehousing demand of the Hungarian SMEs means a significant market growth for national carriers and warehouse providers. It is only a latent growth, because the Hungarian SMEs do not plan to outsource their transport and warehouse activities in a greater extent. The relative high level of logistics as a core competence among processing industry, agriculture and trade SMEs can be a partial explanation to this. The Hungarian small- and medium-sized enterprises face with high logistics costs in international comparison. Its reduction may bring similar savings as reduction of administrative burdens.

Factors affecting airport route development activity and performance

Airports have become increasingly active in route development as a means of attracting, growing and retaining air services. However, little is known about the different levels of route development activity at airports, or the extent to which route development activity affects performance. Based on the findings of a survey of 124 airports worldwide, this study finds that larger airports are significantly more active than smaller airports. It also finds that private airports are more active than public airports, and that airports in Europe are more active than airports in other world regions, although differences according to ownership and location are not significant. Route development activity has a significant positive effect on performance. Factors associated with the airport business environment (market turbulence, competitive intensity, market growth and airport constraints) were not found to have a significant moderating effect on the relationship between route development activity and performance. However, two factors were found to have a significant direct effect on performance; market growth has a significant positive effect while airport constraints have a significant negative effect.

Supply Chain Adaptation of Finnish Companies in Chinese Institutional Environment

Within the last few decades of operations and supply chain management, the field has seen the rise of so called best practices, methods that will help supply chains obtain their business goals and gain a competitive edge. These methods were thought to be universal. This however is not always the case, as the surrounding business environment could have a significant impact on what will be effective in gaining competitive edge. Contingency theory states that the success of a supply chain is determined by both internal capabilities, as well as external context aligning. This creates a strategic fit, which is a major determinant of success. In order for supply chains to reach this strategic fit, they must adapt. As China has seen rapid growth and over the last few decades become one of the major economies of the world, Western companies have tried to establish themselves there, only to find that the Chinese market is extremely difficult to operate in. The aim of this thesis was to investigate from contingency theory perspective, what are the institutional factors that affect supply chain management of Finnish companies operating in China, and how do Finnish companies adapt their supply chains to better fit the Chinese institutional environment. A theoretical model was created for this thesis, in which supply chains possess resources, which can be combined in a meaningful manner to create capabilities. Both resources and capabilities are affected by the surrounding institutional environment, which forces supply chains to adapt in order to find a better strategic fit. A total of six Finnish managers from three large and three small companies operating in China were interviewed. The results indicated that the Chinese business environment is significantly different, than that of Finland or Western countries in general. Three institutional factors were identified: Confucian though, fast-paced business environment, and managing labor force. These three institutional factors made the relationship and delivery capabilities particularly important, as well as human resources, reputation, physical resources and technological resources. In conclusion, it was discovered that the Chinese institutional environment is heavily affected by Confucian thought, as well as the rapid market growth. These are the two most important institutional factors that shape the Chinese market. If supply chains wish to be successful in China, adaptation regarding these two institutional factors should yield good results.

Are we asking the right questions? Rethinking post-graduate design education towards sustainable visions for the future

Our society is currently facing complex challenges, such us climate change, loss of biodiversity, ageing population, unemployment, to name but a few. This has created growing expectations on designers and engineers to explore, experiment and implement innovative solutions to such issues. At this critical time, if we want design to be part of the solution, we need to wonder whether we are asking designers suitable and sustainable questions. Both in post-graduate design education and in business, the brief still overwhelmingly requires designers to follow a linear problem-solving approach that focuses on product rather than strategies, services and systems. Traditional design briefs result no longer appropriate to face the challenges of our unsustainable world, as they relate to market, growth economy and human needs rather than society, business models and the needs of nature. Instead, we need to be asking questions about, for example, how we create sustainable business opportunities, how we overcome the barriers for change, or how we facilitate the process of innovation through design methodology. If the role of design is to create new visions and outline strategic directions towards a sustainable future world - for policy makers, businesses, communities and individual citizens – we need those stakeholders to create briefs for designers that allow them to do that. This paper will explain how the reframing of questions has been embedded into SustainRCA’s teaching practice in post-graduate design, art and engineering, leading to the development of new tools and methods, as well as some innovative outcomes

Condomínios fechados: a produção habitacional contemporânea e a auto-exclusão dos ricos no espaço urbano de Natal RN (1995 2003)

The present work analyzes the fast evolution of gated communities in Natal-RN´s urban space. Characterized by the occupation of large areas, providing private security and utilities, this kind of real estate use arises a long list of questions and issues from society and scholars, due to privatization of urban space, bending of law constraints and the lack of an integrated planning of the cities where they are built. The reasons for its fast growth in Brazil s urban areas are analyzed, considering the impact on formal urban planning and municipal services and on the identification of urbanistic, architectural pattern and constraints, as well as legal, social and economic issues. This study is based on the detailed analysis of the first three units of gated communities built in the urban space in Natal, between 1995 and 2003, including their evolution throughout time and the specific social and economic reasons for its present widespread adoption in Brazilian real estate market and, particulary, in our city. The main objective of this piece of work is to answer the why s and how s these phenomena evolved, setting a basis for the definition of adequate public policies and regulation of this kind of urban land use

Supply Chain Adaptation of Finnish Companies in Chinese Institutional Environment

Within the last few decades of operations and supply chain management, the field has seen the rise of so called best practices, methods that will help supply chains obtain their business goals and gain a competitive edge. These methods were thought to be universal. This however is not always the case, as the surrounding business environment could have a significant impact on what will be effective in gaining competitive edge. Contingency theory states that the success of a supply chain is determined by both internal capabilities, as well as external context aligning. This creates a strategic fit, which is a major determinant of success. In order for supply chains to reach this strategic fit, they must adapt. As China has seen rapid growth and over the last few decades become one of the major economies of the world, Western companies have tried to establish themselves there, only to find that the Chinese market is extremely difficult to operate in. The aim of this thesis was to investigate from contingency theory perspective, what are the institutional factors that affect supply chain management of Finnish companies operating in China, and how do Finnish companies adapt their supply chains to better fit the Chinese institutional environment. A theoretical model was created for this thesis, in which supply chains possess resources, which can be combined in a meaningful manner to create capabilities. Both resources and capabilities are affected by the surrounding institutional environment, which forces supply chains to adapt in order to find a better strategic fit. A total of six Finnish managers from three large and three small companies operating in China were interviewed. The results indicated that the Chinese business environment is significantly different, than that of Finland or Western countries in general. Three institutional factors were identified: Confucian though, fast-paced business environment, and managing labor force. These three institutional factors made the relationship and delivery capabilities particularly important, as well as human resources, reputation, physical resources and technological resources. In conclusion, it was discovered that the Chinese institutional environment is heavily affected by Confucian thought, as well as the rapid market growth. These are the two most important institutional factors that shape the Chinese market. If supply chains wish to be successful in China, adaptation regarding these two institutional factors should yield good results.