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The transportation industry is a rapidly changing business. As a result of the increased demand for transportation and the tougher demands on transportation companies’ performance, it is important that they have good and reliable processes that are able to live up to those demands in a highly competitive market. Increased performance is important for transportation companies in order to create value for its customers and steps that can help them to achieve this can be seen as valuable. In Sweden, vehicle manufacturers offer extended services in order to respond to the changes on the transportation market. However, there is a knowledge gap about the experiences of using a product together with extended services that has a more service dominant logic compared to buying and using only the product. This research is conducted as a multiple-case study with five companies within the freight transportation industry to investigate their experiences of using extended services regarding risk and value concepts. To be able to conduct this research, literature and empirical study has been conducted through the collection of secondary- and primary data such as face-to- face interviews. The result of this study shows that there are several determining factors, which the case companies consider when determining how to resolve the issues of extended services such as financial aspects, location of workshop, flexibility, size of transporter, and control. Fur- thermore was advantages of using extended services offered by vehicle manufacturers found that related to financial advantages, increased customer service levels, assurance that best service will be provided, and increased up-time. In addition to that it was found that these services could help transportation companies to reduce some risks related to the financial- and goods/physical risk categories. In contrast were advantages of not using extended services offered by vehicle manufacturers found such as financial benefits, possibilities to cooperate, flexibility, increased up-time as a result of location, and control. The loss of control was a risk found that could be decreased if not using vehicle manufacturers extended services.

Submitted by Aelson Maciera (aelsoncm@terra.com.br) on 2017-09-26T19:15:52Z No. of bitstreams: 1 DissCDAC.pdf: 10114021 bytes, checksum: b3e4f52846924539caadab8587fe2250 (MD5) / Approved for entry into archive by Ronildo Prado (bco.producao.intelectual@gmail.com) on 2018-01-26T18:36:20Z (GMT) No. of bitstreams: 1 DissCDAC.pdf: 10114021 bytes, checksum: b3e4f52846924539caadab8587fe2250 (MD5) / Approved for entry into archive by Ronildo Prado (bco.producao.intelectual@gmail.com) on 2018-01-26T18:36:39Z (GMT) No. of bitstreams: 1 DissCDAC.pdf: 10114021 bytes, checksum: b3e4f52846924539caadab8587fe2250 (MD5) / Made available in DSpace on 2018-01-26T18:42:45Z (GMT). No. of bitstreams: 1 DissCDAC.pdf: 10114021 bytes, checksum: b3e4f52846924539caadab8587fe2250 (MD5) Previous issue date: 2017-03-10 / Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq) / This work aims at treating the Dynamic Vehicle Allocation Problem (DVAP) in the context of the Brazilian Freight Transportation system. The problem consists of allocating empty vehicles to different terminals so as to attend the demand of freight transport during a predetermined planning horizon while maximizing the profit from these services. These type of decisions arise in customized freight transport services and in between-terminals operations of consolidation freight services. Given the size of the resulting models of real life problems confronted by third party logistics operators are large for using exact solution methods, heuristic methods have been used for giving good quality solution at the expense of optimality guarantee. In this context, the objective of this work is to contribute with solution methods that provide optimality guarantee or quality solution certificates for treating large-scale problems in reasonable computational times. The methods utilized are lagrangean relaxation, using subgradient optimization, and DantzigWolfe decomposition together with a lagrangian heuristic and factibilization method, respectively. Computational experiments are presented and analyzed for randomly generated instances and real-world instances from a brasilian freight operator. The latter method shows great potential for treating large-scale problems. / Este trabalho aborda o problema de Alocação Dinâmica de Veículos (PADV) no contexto de Transporte Rodoviário de Carga. O problema envolve alocar veículos de carga para atender a demanda de transporte de carga prevista entre terminais durante um horizonte de tempo multiperíodos e finito. O objetivo e maximizar o lucro gerado pelos serviços completados. Este tipo de decisões surge nos serviços de transporte de carga de lotação e na parcela de transporte de transferência dos serviços de transporte de carga consolidada. Dado que o tamanho dos problemas que enfrentam as transportadoras logísticas sÃo consideravelmente grandes parase resolver com métodos exatos em tempos computacionais aceitáveis, tem-se utilizado métodos heurísticos para dar boas soluções sem garantia de otimalidade mas em tempos toleráveis a estes problemas. Neste contexto, pretende-se contribuir com métodos de solução que proporcionem garantia de otimalidade e/ou boas soluções aproximadas, acompanhadas de certificados de otimalidade ou de qualidade de solução, para tratar problemas de porte em tempos razoáveis. Os métodos propostos estao baseados em relaxação lagrangiana, utilizando o método de otimização do subgradiente, e na decomposto de Dantzig Wolfe, utilizando a técnica de geração de colunas, além de heurísticas lagrangianas e de factibilização acopladas nestes métodos. Experimentos computacionais usando instâncias geradas aleatoriamente e baseados em dados reais de transportadoras brasileiras sao apresentados e analisados, para as duas abordagens, mostrando seus potenciais de aplicação pratica, principalmente para problemas de grande porte.