Submitted by admin tede (tede@pucgoias.edu.br) on 2016-09-13T19:39:28Z No. of bitstreams: 1 TÉRCIO SATHLER GARCIA.pdf: 3076929 bytes, checksum: 6f00fac125d251710359902581d98128 (MD5) / Made available in DSpace on 2016-09-13T19:39:29Z (GMT). No. of bitstreams: 1 TÉRCIO SATHLER GARCIA.pdf: 3076929 bytes, checksum: 6f00fac125d251710359902581d98128 (MD5) Previous issue date: 2015-09-17 / This study aimed to present a settlement proposal PLMG (Multimodal Logistics Platform of Goias), considering the State of Goias production chains contribution in the regional economy. There was the use of economic and geographical data of the State, mainly raised in governmental agencies, which were evaluated to identify the relevance of productive chains in GDP in the State of Goias. Through studies and assumptions, we could map the grip and absorption of production chains economic activities in PLMG. In order to propose a demand with potential for absorption of PLMG, each chain was considered according to their economic activities, given the classification of the NCEA. After evaluating economic activities and relate them to the PLMG services, the influences and geographical handicaps were deemed, constituting a new reality in the participation of platform settlement. As a result of this work, a proposal for the PLMG settlement was presented, but not sticking to the platform deployment process in its layout details or storage mode. In conclusion, it was found that the chains that had higher grip with PLMG are the chains of trade, agriculture and processing industry. Individual absorption potential along with representation in Goias GDP was presented, thus justifying the proposed settlement. / Esta pesquisa teve como objetivo apresentar uma proposta de povoamento da PLMG (Plataforma Logística Multimodal de Goiás), considerando a contribuição das cadeias produtivas do Estado de Goiás na economia regional. Fez-se a utilização de dados econômicos e geográficos do Estado, levantados principalmente nos órgãos governamentais, os quais foram avaliados para identificar a relevância das cadeias produtivas na formação do PIB no Estado de Goiás. Por meio de estudos e pressupostos, pôde-se mapear a aderência e a absorção das atividades econômicas das cadeias produtivas na PLMG. Visando propor uma demanda com potencial de absorção da PLMG, cada cadeia foi ponderada de acordo com suas atividades econômicas, considerando a classificação do CNAE. Depois de avaliar as atividades econômicas e relacioná-las com os serviços da PLMG, julgou-se as influências e limitações geográficas, constituindo uma nova realidade de participação no povoamento da plataforma. Como resultado do trabalho foi apresentada uma proposta para o povoamento da PLMG, porém não se atendo ao processo de implantação da plataforma no detalhamento de seu layout ou modo de armazenagem. Como conclusões, constatou-se que as cadeias que apresentaram maior aderência com a PLMG são as do comércio, agropecuária e indústria da transformação. Os potenciais individuais de absorção juntamente com a representatividade no PIB Goiano foram apresentados justificando o povoamento proposto.

[pt] Este trabalho tem por objetivo desenvolver um modelo de localização para terminais especializados no Brasil. Partiu- se de um conceito de localização de plataformas logísticas, como macro unidades de negócios que operam agregando algum valor ao produto, estando localizadas no entorno de portos públicos ou terminais privativos no Brasil, para se chegar à localização de terminais especializados, que operam como micro unidades de negócios, especializadas na prestação de serviços para algumas cadeias logísticas. Foi utilizado como base teórica o modelo de transbordo (transshipment model), combinado com os modelos quantitativos de localização de plantas capacitadas para múltiplos produtos (multi-commodity, multi-facility and capacitated location model), a fim de se definir qual a melhor alternativa para uma escolha estratégica locacional. Tem-se como objetivo específico aplicar esse modelo a uma cadeia de suprimentos do agronegócio no Brasil que utilize um terminal especializado como área de transbordo, escoamento e agregação de valor de cargas com destino ao exterior. O universo do estudo abrangeu o volume exportado de soja em grãos, farelo de soja e óleo de soja pelo Brasil no ano de 2004, compreendendo dados pertinentes a seis (6) pontos de origem, seis (6) portos de escoamento/ beneficiamento/ transbordo e três (3) portos de destino no exterior. Foram apresentados os resultados do modelo para Z (menor ou igual) 6 terminais até Z = 1 terminal especializado e uma análise de sensibilidade à ampliação da capacidade, ao investimento, aos custos de transporte e preços. Foram descritos também alguns fatores qualitativos relevantes que podem ser causadores de entraves à localização de terminais especializados e plataformas logísticas no Brasil. Ao final, foram apresentadas algumas conclusões, limitações e recomendações para a continuidade do estudo. / [en] The objective of this dissertation is to develop a facility location model as applied to specialized terminals in Brazilian seaports. The dissertation starts with the logistics platform concept, a macro business-oriented logistics units next to seaports that operate adding value service to products to reach specialized terminals, which are in turn a micro business-orientated logistics unit specialized in specific supply chains. The model was based on some combination of transshipment model and multicommodity, multi-facility and capacitated location model. Specifically, the objective is to apply the proposed model to a supply chain in the Brazilian agribusiness which uses seaport logistics platforms or specialized terminals as a transshipment area, allowing the application of added value services. The research universe includes the volume of exported soy beans, soy meal and oil from Brazil in 2004. The data include six points of origins in Brazil, six transshipment ports, and three world destination seaports. Results extending from Z (minus or equal) 6 to Z = 1 specialized terminals are presented. Some results, allocation flow and sensibility analysis by price, investments, cost and capacity are also presented. Some relevant factors which might pose difficulties to the location of the platforms are also discussed. Finally, some conclusions, limitations and recommendations for further work are also presented.

Submitted by admin tede (tede@pucgoias.edu.br) on 2017-04-24T13:46:27Z No. of bitstreams: 1 VERA LÚCIA FRANCISCO DIAS MARTINS.pdf: 2977477 bytes, checksum: 8f0a0765c02598f4ad1693513dc0f7b9 (MD5) / Made available in DSpace on 2017-04-24T13:46:28Z (GMT). No. of bitstreams: 1 VERA LÚCIA FRANCISCO DIAS MARTINS.pdf: 2977477 bytes, checksum: 8f0a0765c02598f4ad1693513dc0f7b9 (MD5) Previous issue date: 2017-03-13 / Based on the understanding that the Development of the Brazilian State of Goiás is directly related to availability and quality of transportation infrastructure, this research aimed at analyzing the project called Multimodal Logistics Platform of the State of Goiás, which has been under execution for more than 15 years, in order to verify whether the competitive differentials once proposed may still foster regional development, as well as to improve the State's transportation infrastructure. For this purpose, we approached the analysis of transportation policies, planning and programs promoted both by state and federal government; a survey of the State’s effectiveness index in transportation investments from 2006 to 2014, with basis on data obtained from the Goiás Transparency Portal, State Secretariat of Management and Planning, “Portal Brasil”, Program of Investment in Logistics and Mauro Borges Institute, as well as a detailed analysis of the factors listed as competitive differentials of the project was performed. This work allowed us to conclude that not only the constant project implementation delays and interferences have compromised the effectiveness of the results expected by PLMG regarding the aerial and rail transport modalities and storage services, but also the low effectiveness index of transportation infrastructure investments are factors impairing the full development of the state. / A partir do entendimento que o Desenvolvimento do Estado de Goiás está diretamente ligado a disponibilidade e qualidade de infraestrutura de transporte, esta pesquisa teve como objetivo analisar o projeto, em andamento a mais de 15 anos, da Plataforma Logística Multimodal do Estado de Goiás, buscando verificar se os diferenciais competitivos propostos inicialmente podem ainda fomentar o desenvolvimento regional, bem como levantar as condições da infraestrutura de transporte do Estado. Com esse intuito, foram analisadas as políticas, planos e programas dos governos estadual e federal voltados para o setor de transporte; levantado o índice de efetividade de investimento do governo estadual neste segmento (2006 a 2014), através de dados obtidos junto ao Portal da Transparência do Estado de Goiás, Secretaria de Estado de Gestão e Planejamento de Goiás, Portal Brasil, Programa de Investimento em Logística e Instituto Mauro Borges e uma analise minuciosa da situação dos fatores elencados como diferenciais competitivos do projeto. O trabalho permitiu concluir que os constantes adiamentos e interferências na implantação do projeto comprometeram a efetividade dos resultados esperados pela PLMG, principalmente nos modais aéreo e ferroviário e nos serviços de armazenagem além do baixo índice de efetividade dos investimentos em infraestrutura de transporte, fatores que vem impedindo o pleno desenvolvimento do estado.

[pt] A Logística como atividade estratégica é o resultado da combinação entre a globalização, o aumento da oferta de produtos e de novas tecnologias. A constante busca por ganhos e manutenção da competitividade diante do mercado global fazem surgir agrupamentos de organizações na forma de Plataformas Logísticas que visam aglutinar diversos tipos de serviços logísticos, maximizando a eficiência dos serviços oferecidos aos clientes, com redução dos custos envolvidos nos processos. Esta dissertação se propõe a fazer uma análise qualitativa das variáveis relevantes para a implantação de uma Plataforma Logística, de acordo com o modelo europeu e na própria compreensão da rede logística. Foi realizada uma revisão bibliográfica do assunto que reuniu dados e forneceu subsídios para um ambiente de discussão sobre a implantação e a viabilidade de aplicação deste modelo no Estado do Rio de Janeiro. Em particular, são examinadas as políticas de investimento requeridas por essas Plataformas, juntamente com os entraves e os principais impactos gerados por sua implantação. Adicionalmente a dissertação oferece um roteiro que possa viabilizar a implantação. / [en] Logistics a strategic activity is the result of the combination among globalization, the increase in the offer of products and new tecnologies. The constant search for profit and the sustained push for competitivity maintenance at global market has introduced organizations groups named Logistics Platform with the objective of joining various logistics types services, maximizing the efficiency of the services offered to customers, with reduction the costs of this involved. This M. Sc. Thesis proposes to make a qualitative analyses of the relevant variables involved in the implementation of Logistics Platforms, according to the European model and comprehension of logistics net. Was realized a bibliographic revision of subject that reunified data and supplied subsidies for discussion about implementation for the application viability of this model in the State of Rio de Janeiro. In particular, the request for investment politics for this Platforms are examined, with obstacles and main impacts generated by its implementation. In addition, the thesis offers a routine that to make possible is eventual implementation.

Depuis les années 70, la production et la commercialisation des biens et services, la circulation des capitaux et des systèmes se sont fortement internationalisées. Ce phénomène a poussé les entreprises à optimiser leurs chaînes logistiques pour rester compétitives. Le Maroc s'inscrit dans la même tendance, vue sa position géographique joue un rôle de carrefour et de hub des échanges commerciaux. Le développement d'une réelle compétitivité logistique constitue un pilier du programme gouvernemental 2010-2020, d'où le lancement de la stratégie nationale pour le développement de la compétitivité logistique, dont principalement le contrat programme régissant le développement des plateformes logistiques, dites zones logistiques multi flux. La stratégie vise la réduction du poids du coût logistique de 5 points pour 2015, la création de 70 zones logistiques dans 17 villes sur environ 3 300 hectares. La mise en œuvre de ce programme logistique nécessite un effort cohérent, s'inscrivant dans le temps et des arbitrages complexes à opérer sur des domaines ne relevant pas des prérogatives d'un seul intervenant de la chaîne logistique. À la lumière de ces propos, nous avons vu en cette problématique un enjeu majeur nécessitant des actions managériales, une réflexion académique aussi par un focus sur le principe de la Supply Chain et plus précisément la logistique des plateformes. L'agencement et la connectivité des plateformes logistiques s'avère décisionnelle pour la réussite d'une politique commerciale compétitive d'une entreprise : nous ne pouvons pas concevoir des flux juste en mouvement, in fine, ils commencent d'un point de création de valeur vers un point de consommation et que ce sont ces nœuds (plateformes) qui œuvrent pour l'optimisation de l'organisation de toute la chaîne. Un retour vers l'histoire de la logistique, ses définitions et son évolution managériale dans le temps s'avérait nécessaire pour expliciter l'approche transversale et intégrée de la chaîne logistique ; et s'attarder par la suite sur les composantes, intégration des flux physiques et d'information, sur le poids de la stratégie logistique comme arme de différenciation vis-à-vis de la concurrence et sur les leviers d'optimisation des plateformes logistiques dans ces modèles. Le dernier chapitre traitera de la compétitivité logistique au Maroc, au regard des standards précités et les axes de développement du réseau des zones logistiques comme première orientation du contrat programme logistique national. / Since earlier years, production and sales of goods and services. capital flows and systems are highly internationalized. This has led companies to optimize their supply chain to remain competitive. Morocco is part of the same trend, for its geographical position acts as a hub and crossroads of trade. The development of logistics real competitiveness is a pillar of the government program 2010-2020. Hence the launch of the national strategy for the development of logistics competitiveness, mainly the program contract governing the development of logistics platforms. The strategy aims to reduce the weight of the logistics cost of 5 points for 2015, creating 70 logistics warehouses in 17 cities on 3 300 hectares. The implementation of the logistics program requires a coherent effort, registering in time and complex trade-offs in different areas in the supply chain. In the light of these remarks, we have seen this problem a major issues requiring managerial actions, academic reflection as a focus on the basics of suppl y chain and specifically logistics platforms. The layout and connectivity of logistics platforms proves the success of a competitive sales policy of a company : we cannot just design flow, ultimately, they start a creative point value to a consumption point and that it is these nodes (platforms) working to optimize the organization of the whole chain. A return to the story of logistics was important to present it, its definitions and managerial changes over time was needed to explain the cross and integrated approach to the supply chain; and linger afterwards on the components. integration of physical and information flows. the weight of the logistics strategy as a weapon of differentiation regarding the competition and logistics platforms optimization levers in these models. The final part will present logistics competitiveness in Morocco, in view of the above standards and network development axes logistics areas as a first orientation of the national logistics program.

The relocation of logistic companies’ from the inner centres to the logistic platforms significantly affects both the supply chain management and the urban sustainability development. Recently the concept of city logistics and intermodality has received a significant attention from both academics and decision makers. City logistics play a pivotal role to ensure the liveability of urban areas but, in parallel, urban freight transport also has a significant effect on the quality of life in the urban settings. Optimization of urban freight transportation have an important input in the context of sustainability and liveability of cities and urban areas reducing traffic congestion, decreasing road accidents, alleviating CO2 emissions and noise impacts. The purpose of this thesis is to evaluate the relocation of a case logistics company from the city centre to a suburban area. To do this, a wide range of literature reviews pertaining the influence of peripheral logistics platform on the city sustainability were investigated. It seems that there are not well-defined models which can make a comprehensive and quantitative assessment in the context of sustainability for the relocation of business premises. Further investigation was done by conducting a case study on DHL, field observation of traffic flow. Based on all the collected information from the relevant sources, a mixed methods research was applied including a qualitative approach and a quantitative approach. A systematic approach was therefore developed in the context of sustainable development which can be used as an assessment tool for the major factors that enlighten the decision makers to consider the relocation of the logistics companies. A systematic approach was developed by this thesis which facilitates the assessment of key factors that impact the relocation decision in the context of all the three sustainable aspects: economic, social and environmental development. These impacts represent traffic congestion, time and distance of transportation, emission, cost optimization and transport mobility.