Pour relever les défis grandissants auxquels est confronté le système de mobilité en termes de durabilité, les autorités publiques françaises ont entrepris de soutenir l'innovation, notamment dans le domaine automobile. Les entreprises occupent une position particulière au sein du système de mobilité : leurs décisions influencent les comportements de mobilité bien au-delà des seuls déplacements professionnels. Chaque année en France, 4 véhicules légers sur 10 parmi les voitures particulières et véhicules utilitaires neufs mis sur le marché sont acquis par des entreprises. Pourtant, la mobilité professionnelle en général, et les flottes automobiles d'entreprise en particulier, demeurent des zones d'ombre de la connaissance du système de mobilité. L'objet de notre travail et sa contribution principale est de démontrer que, compte tenu de leurs effets sur l'ensemble du système de mobilité d'une part, de leur sensibilité aux politiques publiques d'autre part, les flottes automobiles d'entreprise constituent un objet pertinent tant pour la recherche que pour l'action publique. Notre investigation s'appuie sur des méthodes multiples : outre une synthèse de sources bibliographiques variées (journaux professionnels, archives légales, etc.), nous proposons des recoupements originaux entre, d'une part, des données quantitatives sur la composition et l'usage des flottes automobiles d'entreprise issues d'enquêtes de grande envergure et, d'autre part, les résultats qualitatifs d'une enquête exploratoire menée auprès de gestionnaires de flotte en région parisienne. Nous développons un ensemble de définitions et de cadres analytiques pour étudier les flottes automobiles d'entreprise, et notamment une typologie de véhicules basée sur les différents niveaux de « droits » accordés à l'utilisateur du véhicule d'entreprise. Nous montrons que les flottes automobiles d'entreprise totalisent 15% de l'ensemble des véhicules légers en France, 25% de leur kilométrage et 25% à 30% de leurs émissions de CO2.Par ailleurs, nous révélons le rôle essentiel que peuvent jouer les flottes automobiles d'entreprise pour amorcer des changements dans le parc automobile français. Nous montrons que les usages quotidiens des véhicules d'entreprise sont très divers, et dans certains cas compatibles avec les véhicules électriques. Enfin, nous mettons en évidence les effets tangibles des politiques fiscales sur la dynamique de diffusion des innovations au sein des flottes automobiles d'entreprise. Nous examinons les implications de ces résultats en termes de politiques publiques, en soulignant le besoin d'une plus grande intégration entre politiques industrielles, politiques de transport et politiques fiscales. Nous mettons en particulier en évidence le besoin d'une coordination accrue entre les politiques publiques menées à différentes échelles et d'un phasage approprié de ces politiques. Dans le contexte actuel, une plus grande transparence semble requise quant à la pérennité des mesures d' « amorçage » (par exemple, le bonus à l'achat) et au volontarisme des mesures de « soutien » (par exemple, les zones à basses émissions) qui pourraient être adoptées à moyen ou long terme / The mobility system in France faces increasing sustainability challenges. In response, French public authorities have endeavoured to foster innovation in the mobility system, with a particular focus on the automotive subsystem, where the challenges are most acute. Corporations have a special position in the mobility system: their decisions influence mobility behaviours well beyond corporate mobility patterns alone. Every year in France, 4 out of 10 new light-duty vehicles (including passenger cars and light commercial vehicles) are sold to corporations. Yet, corporate mobility in general, and corporate car fleets in particular, are still blind spots in the collective understanding of the mobility system. The main contribution of our work is to demonstrate that, given their effects on the larger mobility system, and given their sensitivity to public policies, corporate car fleets are a relevant object for research and a relevant matter for public policy discussion. Our research is a multi-method investigation, collecting information from a wide range of sources, including professional journals and legal archives, and cross-checking quantitative results on the composition and use patterns of corporate car fleets from large mobility surveys in France against qualitative insights gained from an exploratory survey of fleet managers in the Paris region. We develop a set of definitions and analytical frameworks for investigating corporate car fleets, including a typology of vehicles based on the various levels of ‘rights' granted to the employee over the vehicle. We show that corporate car fleets could account for 15% of the total light-duty vehicle fleet in France, 25% of its total mileage and 25% to 30% of its CO2 emissions. We also reveal the instrumental role that corporate car fleets can play in setting new trends for France's global vehicle stock. We highlight that the daily patterns of use of corporate vehicles are highly diverse, and partly compatible with electric vehicles. Finally, we show that tax policies have significant effects on the dynamics of the spread of innovations in corporate car fleets. We discuss the implications of these results for policy-making and stress the need for further integration between industrial policies, transport policies, and tax policies. We further emphasise the need for greater coordination between the various levels of government, and for adequate phasing of public policies. At present, more transparency is needed about how long current ‘initiating' policies (e.g. purchase bonus) will last, and how strong the ‘supporting' policies (e.g. low-emission zones) will be in the medium- to long-term

This research focuses on fleet management in freight transportation systems. Effective management requires effective planning and control decisions. Plans are often generated using estimates of how the system will evolve in the future; during execution, control decisions need to be made to account for differences between actual realizations and estimates. The benefits of minimum cost plans can be negated by performing costly adjustments during the operational phase. A planning approach that permits effective control during execution is proposed in this dissertation. This approach is inspired by recent work in robust optimization, and is applied to (i) dynamic asset management and (ii) vehicle routing problems. In practice, the fleet management planning is usually decomposed in two parts; the problem of repositioning empty, and the problem of allocating units to customer demands. An alternative integrated dynamic model for asset management problems is proposed. A computational study provides evidence that operating costs and fleet sizes may be significantly reduced with the integrated approach. However, results also illustrate that not considering inherent demand uncertainty generates fragile plans with potential costly control decisions. A planning approach for the empty repositioning problem is proposed that incorporates demand and supply uncertainty using interval around nominal forecasted parameters. The intervals define the uncertainty space for which buffers need to be built into the plan in order to make it a robust plan. Computational evidence suggests that this approach is tractable. The traditional approach to address the Vehicle Routing Problem with Stochastic Demands (VRPSD) is through cost expectation minimization. Although this approach is useful for building routes with low expected cost, it does not directly consider the maximum potential cost that a vehicle might incur when traversing the tour. Our approach aims at minimizing the maximum cost. Computational experiments show that our robust optimization approach generates solutions with expected costs that compare favorably to those obtained with the traditional approach, but also that perform better in worst-case scenarios. We also show how the techniques developed for this problem can be used to address the VRPSD with duration constraints.

I have dealt with fleet management analysis in my thesis. The base of this analysis is monitoring development trends in this area. Development trends are especially mobile phones, software equipment, satellite systems, digital tachographs, fulfilment conditions of emission standards EURO 4 and EURO 5 (technologies EGR and SCR), quality and environment management and last but not least problems in fuel consumption management.

The work focuses on the application of satellite navigation systems in the different transport fields. It describes the general principle of operation of navigation systems, as well as its history and development. The following section describes the current navigation systems, the principle of operation, architecture and services. A separate chapter is devoted to being the European Galileo system and its services. Practical work deals with the applications according to the navigation systems across different transport sectors. In addition to the transport sector are given applications in other areas of human activity. The main part is devoted to the application in the monitoring and management of the company's fleet. Part of the analysis is the calculation of the efficiency of this investment.

The level of autonomation and the number situations which an autonomous vehicle can handle continuously increases. However, even fully autonomous vehicles will need human support, especially when system failures occur. Remote operations enables vehicles to operate autonomously when possible and keeps the human in the loop to assist when needed by allocating them to a remote operating center (ROC). It is a new field within autonomous trucks and little research has thus been conducted on the topic. By taking an approach from the fields of aviation and maritime, where remote operations has been researched for longer, the study aims to transfer knowledge to road freight and to enable remote operations at a management mode. The focus of the study is thus to investigate which information is important for the remote operator (RO) when manual procedures are automated, and to define recommendations for how a ROC could be designed from a human-automation teamwork and situational awareness perspective. The results of the conducted interviews find that the RO first and foremost needs information regarding failures of the automation, including how the failures could be solved. However, it also confirms previous research emphasizing interactive interfaces to avoid passive monitoring, as that is likely to cause an out-of-the-loop problem. Furthermore, recommendations which could be defined regarding the design of a ROC include incorporating both verbal and digital communicational abilities, and the possibility to collaborate, both internally and externally. Lastly, the results show an importance to differentiate between different modes of remote operations in the ROC to remain clear of the responsible actor and avoiding automation surprise.

As usinas sucroalcooleiras utilizam grandes áreas para o cultivo da cana-de-açúcar, conhecidas como fundos agrícolas. Nesses fundos agrícolas, as atividades são realizadas por uma grande quantidade de máquinas agrícolas diferentes. As necessidades dessas máquinas, como combustível, óleo lubrificante e outras, são supridas pelos comboios de manutenção. Este trabalho visa propor um método para alocação e dimensionamento da frota de comboios de manutenção para o atendimento às máquinas. Para tanto foi utilizado um Sistema de Informações Geográficas aplicado a transportes (SIG-T), denominado comercialmente por TransCAD. Um estudo de caso foi realizado na Usina da· Barra S.A., localizada no município de Barra Bonita, centro oeste do Estado de São Paulo. Diversas simulações de atendimento, com configurações diferentes de distribuição das máquinas, foram realizadas. O atendimento às situações reais de distribuição das máquinas também foi analisado, com o objetivo de confrontar os dados reais de atendimento com os resultados obtidos através da aplicação da metodologia proposta. Foram obtidas as rotas e, conseqüentemente, o número de comboios necessários para o atendimento no período de safra e de entressafra. Com relação à aplicação do TransCAD na roteirização, pode-se constatar uma redução de até 19,6% na distância total percorrida pela frota de comboios no primeiro turno de trabalho em um dos dias analisados. / The sugar-cane industries use large areas for the cultivation of the sugar-cane. In these areas, different agricultural machines carry out several activities. The basic needs of these machines, such as fuel, lubrication and others, are supplied by a fleet of vehicles. The objective of this work is to propose a method to analyze the number of vehicles to compose the fleet already mentioned, based on the application of a Geographical lnformation System (GIS), commercially denominated by TransCAD. A case study was done in the Usina da Barra S.A. company, located at Barra Bonita city, State of São Paulo. Several situations of attendance were simulated with different distribution of machines, based in the initial annual planning of the company. We also analyzed the attendance of real distribution of machines with the objective of comparing the results obtained through the application of the proposed method and the real operation. The routes were obtained and, consequently, the necessary number of vehicles for the attendance. In relation to the application of TransCAD in the routing, a reduction of 19,6% was verified in the total distance traveled by the fleet of vehicles.

As usinas sucroalcooleiras utilizam grandes áreas para o cultivo da cana-de-açúcar, conhecidas como fundos agrícolas. Nesses fundos agrícolas, as atividades são realizadas por uma grande quantidade de máquinas agrícolas diferentes. As necessidades dessas máquinas, como combustível, óleo lubrificante e outras, são supridas pelos comboios de manutenção. Este trabalho visa propor um método para alocação e dimensionamento da frota de comboios de manutenção para o atendimento às máquinas. Para tanto foi utilizado um Sistema de Informações Geográficas aplicado a transportes (SIG-T), denominado comercialmente por TransCAD. Um estudo de caso foi realizado na Usina da· Barra S.A., localizada no município de Barra Bonita, centro oeste do Estado de São Paulo. Diversas simulações de atendimento, com configurações diferentes de distribuição das máquinas, foram realizadas. O atendimento às situações reais de distribuição das máquinas também foi analisado, com o objetivo de confrontar os dados reais de atendimento com os resultados obtidos através da aplicação da metodologia proposta. Foram obtidas as rotas e, conseqüentemente, o número de comboios necessários para o atendimento no período de safra e de entressafra. Com relação à aplicação do TransCAD na roteirização, pode-se constatar uma redução de até 19,6% na distância total percorrida pela frota de comboios no primeiro turno de trabalho em um dos dias analisados. / The sugar-cane industries use large areas for the cultivation of the sugar-cane. In these areas, different agricultural machines carry out several activities. The basic needs of these machines, such as fuel, lubrication and others, are supplied by a fleet of vehicles. The objective of this work is to propose a method to analyze the number of vehicles to compose the fleet already mentioned, based on the application of a Geographical lnformation System (GIS), commercially denominated by TransCAD. A case study was done in the Usina da Barra S.A. company, located at Barra Bonita city, State of São Paulo. Several situations of attendance were simulated with different distribution of machines, based in the initial annual planning of the company. We also analyzed the attendance of real distribution of machines with the objective of comparing the results obtained through the application of the proposed method and the real operation. The routes were obtained and, consequently, the necessary number of vehicles for the attendance. In relation to the application of TransCAD in the routing, a reduction of 19,6% was verified in the total distance traveled by the fleet of vehicles.

Submitted by David Martins Zini (zinibr@yahoo.com.br) on 2018-03-27T01:24:26Z No. of bitstreams: 1 Dissertação MPA_David Zini_Final.pdf: 2374573 bytes, checksum: 1c3b3306314290573dd52a0997d9bc07 (MD5) / Approved for entry into archive by Mayara Costa de Sousa (mayara.sousa@fgv.br) on 2018-03-28T18:28:10Z (GMT) No. of bitstreams: 1 Dissertação MPA_David Zini_Final.pdf: 2374573 bytes, checksum: 1c3b3306314290573dd52a0997d9bc07 (MD5) / Approved for entry into archive by Suzane Guimarães (suzane.guimaraes@fgv.br) on 2018-04-02T13:31:45Z (GMT) No. of bitstreams: 1 Dissertação MPA_David Zini_Final.pdf: 2374573 bytes, checksum: 1c3b3306314290573dd52a0997d9bc07 (MD5) / Made available in DSpace on 2018-04-02T13:31:45Z (GMT). No. of bitstreams: 1 Dissertação MPA_David Zini_Final.pdf: 2374573 bytes, checksum: 1c3b3306314290573dd52a0997d9bc07 (MD5) Previous issue date: 2018-03-19 / Na Gestão de Frotas Leves Corporativas no Brasil, o que é melhor ‒ terceirizar ou gerir a própria frota? Este trabalho propôs-se a identificar as variáveis mais relevantes no processo de decisão entre 'TER' ou 'TERCEIRIZAR' quanto à necessidade que algumas das empresas privadas brasileiras possuem em dispor de uma frota de veículos leves. Entre os diversos elementos envolvidos nesta lógica decisória, poder-se-ia destacar a capacidade de auferir desempenho comparativo; a assimetria da informação e o conhecimento sobre os custos reais da empresa. Neste estudo, pretendeu-se compreender o processo de tomada de decisão aplicado especificamente à Gestão da Frota de Veículos Leves das empresas privadas nacionais. Inclui-se neste conceito de Gestão de Frotas Leves, os veículos, as manutenções, a documentação e o monitoramento. Inicialmente, optou-se por analisar dados secundários referenciando a literatura sobre a teoria da firma, definição de fronteiras verticais, mercados competitivos, indústrias com baixo poder de barganha frente aos compradores e dificuldades para substituir produtos e soluções tradicionais. Na sequência, formatou-se uma pesquisa pelo método quantitativo-descritivo, sobre uma base de Gestores de Frotas Leves do Brasil, para identificarem-se os fatores mais relevantes na tomada de decisão entre terceirizar ou verticalizar este serviço. Finalmente, foram individualizados os aspectos mais relevantes nesta tomada de decisão empresarial e de que maneira eles seriam 'as variáveis' para preferência entre os modelos de contratação, bem como se propôs um modelo com nova abordagem ao mercado que, acredita-se, poderá desenvolver-se. / In the corporate light fleet management in Brazil context, what's the best choice, outsourcing or in-house management? The purpose of this study understands those more relevant variables on decision making process between 'buy' or 'make' regarding of Brazilian's private companies, which are demanding for light fleet vehicles. Among the different factor involved on this logical think we could highlight, capacity for major comparative performance, information asymmetric and well know of real firm's costs. This study intends to understand the decision-making process in Light Fleet Management on Brazilian private companies, which are included vehicles, maintenances, documentations handling, and controls. On the beginning, we are analyzing primary data from lecture on the classical theory of the firm, defining vertical frontiers of the firm, industries with low bargain power against buyers and difficulties for replacement traditional solutions. On the sequence, we do format a described - quantitative method of searching on the Brazilian Fleet Management base for identify the key factors on the decision-making process between outsourcing or in-house solution. Finally, we could identify more representative aspects of this managerial decision and how the 'variables' of preferences has been influenced those different contract models and proposed a new market approach with intention of leverage this industry.

This thesis analyzes actual situation of company fleet management. It describes development of road transport and influence on corporate vehicles. It provides an insight into the legislative conditions for lending cars to employees and car policy. It also focuses on posibilities of financing as are operative leasing, financial leasing, purchase from own and foreign sources. Next chapter describes total cost of ownership, which are, for example service costs, fuel, insurance and other. The thesis contains case study that analyzes development of business trips, number of pool cars and manager cars and real costs of fleet management based on actual data provided by the company. At the end of the thesis several solutions and suggestions are proposed. With these ideas could company save money and improve organization of work.

The road based transportation operations are growing rapidly, but the current infrastructure cannot sustain the entire growth. At the same time vehicle utilisation and fill rates are low. Improved efficiency of the operations is a necessary way forward for road based transportation. Parallel to this, heavy vehicle producers are currently improving the efficiency with services accompanying the product that are focused on the driver and the vehicle performance. However, the data from connected vehicles required for these services only entail a small amount of the operational data generated by connected vehicles. The case study aims to answer how to use connected vehicle operational data in order to suggest value adding services in a dynamic road distribution system. The applied methodology is an inductive study with an explanatory approach to map the current and future service offerings of the case company. This knowledge is combined with an exploratory approach with interviews of transport planners and theories of Lean and fleet management. Primarily, it is concluded that the perspective of operational data requires widening. Considering not only driver and vehicle operations but rather the entire transport operation of a company. It is also concluded that value creation with operational data is possible during three phases of fleet management. First, if knowledge about order data is accessible, the planning of transportations can be improved using route optimisation and operations research. Secondly, it is possible to create value during the execution phase, throughless manual supervision and communication by transport planners. Lastly, both the currently used operational data and further data usage can contribute to a better understanding of the performance of a fleet operation and facilitate for continuous improvements during an evaluation phase.