En quête de performance, les Third-party Logistics (3PL) sont amenés à réorganiser régulièrement leurs activités d’entrepôt. Peu d’études portent sur les systèmes de mesure de la performance (SMP) dédiés au 3PL. Les auteurs étudient les activités indépendamment les unes des autres alors qu’il existe des relations de cause à effet entre ces dernières. La conception d’un SMP pour la réorganisation des activités conduit à nous interroger sur ses conséquences pour le système de contrôle de gestion, au travers du cadre théorique de Simons.Une Recherche-Intervention est réalisée au sein du 3PL : FM Logistic. Notre contribution porte sur la conception d’un SMP sous forme de graphe de problèmes mettant en relation les connaissances sur la réorganisation des activités des experts et de la littérature scientifique. Ce SMP est construit à partir d’un langage inspiré de la théorie TRIZ. La conception du SMP permet l’analyse de l’évolution d’un contrôle de gestion diagnostique vers l’interactivité. / Third-party logistics (3PL) seek performance by reorganizing regularly their warehouse operations. Few researchers study performance measurement systems (PMS) dedicated to 3PL. Researchers in warehousing design are used to study all the different operations one by one while these operations are linked together. As far as we know the literature does not propose any SMP for warehouse operations reorganization. SMP design leads to analyze the consequences for management control system, studied through Simons’ levers of control.An Intervention-research is conducted in a french 3PL : FM Logistic. Our contribution is the design of a performance measurement system in the form of problem graph which linking both knowledge advocated by a French 3PL and quoted in the literature. This SMP has been designed using a semantic and a syntax inspired by TRIZ problem graph. SMP design enables to analyze interactivity development. Results show the development of diagnostics systems towards interactivity.

1 Summary Key words: Natural monopoly, network industry, energy industry, regulation, liberalization, unbundling, third party access The present thesis sets out to explore the legal aspects of network industries and natural monopolies. It researches these aspects using the example of the energy sector (i.e. the power and gas industries), which is a typical example of a network industry. In terms of its geographical scope, the thesis focuses on the EU energy law and its specific application in the Czech Republic. The fundamental point of departure for the present thesis is a believe that energy law is closely intertwined with economic policy, and is appropriately interpreted only in the context of the concrete measures, tools, and concepts meant to reflect a nation's energy policy. The main driver of energy policy, and hence also of energy law, is a reform of the energy industry aiming at its liberalization. The key tools for its successful implementation are economic regulation, third party access, unbundling, and public administration by independent regulatory bodies. Firstly, the present thesis discusses the economic characteristics of network industries, that is most importantly the existence of a natural monopoly. The second part of the thesis outlines the background of liberalization and the related...

L'alimentation est une nécessité de base de l'être humain, dont la survie dépend de la quantité et de la qualité de la nourriture ingérée. L'augmentation de la population requiert de plus en plus de nourriture, tandis que la qualité est associée aux contraintes des produits alimentaires comme une courte durée de vie ou la sensibilité à la température. L'augmentation de la demande entraîne une augmentation de la production alimentaire, répartie entre plusieurs sites de production appartenant à plusieurs entreprises de taille variée, qui peuvent utiliser les produits d'autres sites pour fabriquer leurs produits finaux. En outre, certains produits alimentaires doivent être transportés entre les sites et les produits finaux distribués à des détaillants et des consommateurs lointains en tenant compte des contraintes de produits alimentaires. Les activités exercées par ces entités incluent entre autres la production, la distribution, la vente, etc. et ces entités forment conjointement dans l'environnement de l'écosystème alimentaire une chaîne pour le traitement, l'emballage ou la livraison de nourriture. Ce réseau s'appelle une chaîne logistique alimentaire (FSC). En raison de leur nature distribuée, les FSC héritent des problèmes classiques des chaînes logistiques, mais doivent en plus gérer les problèmes découlant de la périssabilité des produits. Cette périssabilité rend extrêmement important le traitement d'enjeux tels que le maintien de la qualité, la prévision de la demande, la gestion des stocks (éviter les ruptures de stock ou les stocks excessifs), l’amélioration de l'efficacité du réapprovisionnement, de la production et du transport, la traçabilité et le suivi pour réagir aux perturbations. Il est donc nécessaire d'établir une collaboration entre les entités principales de l'écosystème alimentaire pour traiter tous ces enjeux. En outre, depuis l'arrivée des entreprises de transport spécialisées, un nouveau acteur a émergé appelé transporteur ou fournisseur de logistique. Ces transporteurs doivent collaborer avec les producteurs, les détaillants et même d'autres transporteurs afin de prendre en compte la demande future et les tendances, afin d'organiser leur réseau et les ressources, pour livrer des produits alimentaires en assurant sécurité et qualité. Ainsi, la collaboration est devenue vitale pour les FSC. La collaboration implique une bonne compréhension des informations échangées afin de minimiser les déplacements, le coût et la pollution environnementale. Des problèmes d'interopérabilité surgissent lorsque les partenaires impliqués utilisent des systèmes hétérogènes et différentes normes et terminologies. Les approches de collaborations existantes comme "Vendor Managed Inventory" (VMI) ou "Collaborative Planning Forecasting and Replenishment" (CPFR) ne prennent en compte que deux acteurs de la FSC : le producteur et le détaillant (acheteur et vendeur). En outre, elles ne considèrent pas la planification de la production et des transports comme des tâches de collaboration. En tenant compte des limitations ci-dessus, nous proposons, dans une première partie de cette thèse, une extension du modèle CPFR prennant en compte les aspects production et transport. Ce nouveau modèle C-PRIPT (Collaborative -Planning Replenishment Inventory Production and Transportation) inclut le transporteur et considère la planification de la production et des transports comme des activités de collaboration. Dans la deuxième partie, nous proposons un modèle distribué et interopérable I-POVES (Interoperable - Path Finder, Order, Vehicle, Environment and Supervisor) pour réaliser la planification des transports en collaboration avec les producteurs, les transporteurs et les détaillants, visant à une meilleure utilisation efficace des ressources de transport. Enfin, nous illustrons le fonctionnement du modèle I-POVES en l’appliquant sur un cas étude de chaîne logistique alimentaire. / Eating is human’s basic necessity whose survival depends on both quantity and quality of food. Increasing population requires increasing in quantity of food, while quality is associated with the food product constraints like short shelf-life, temperature sensitiveness, climate etc. Increasing demand causes increase in food production, which is distributed between several production sites involving several distinct entities from small to large enterprises, where sites may use the intermediate products of other sites to produce the final products. Moreover, food products need to be transported between sites and final products to be distributed to faraway retailer sites and consumers considering the food product constraints. Activities performed by these entities include but not limited to: production, distribution, sales, etc. and these entities form jointly in the environment of food ecosystem a chain for food gathering, processing, packaging, delivery etc. This distributed network of enterprises is called food supply chain (FSC). Due to FSC’s distributed nature, it inherits not only the common problems also faced by other supply chain, but in addition has to deal with the problems arising from the perishability of food products. This perishability nature makes extremely important for FSC, the handling of issues such as maintaining the quality of food products, forecasting the product demand, managing the inventory according to the forecast to reduce out of stock or excessive inventory of products, improving the efficiency of replenishment, production and transportation, taking into account product future demand and tracing and tracking to react to disturbance. Finally, it is necessary to institute collaboration between the main entities of food ecosystem to deal with all of these issues. Furthermore, since the advent of specialized transport enterprises, a new actor has emerged called transporter or logistics provider in the FSC. These transporters have to collaborate with producers, retailers and even other transporters within FSC to take into account product future demands and trends to organise their transport network and resources to make possible the delivery of the food products with security, while maintaining the quality of the food products. Thus, collaboration became vital for FSC. Collaboration involves a good understanding of exchanged information in order to minimizing number of transport travels, cost and environmental pollution. Interoperability problem arises when each of the partners involved in FSC uses heterogeneous systems and uses different standards and terminologies for representing locations, product constraints, vehicles types etc. Furthermore, existing collaborative approaches like Quick Response, Efficient Consumer Response, Vendor Managed Inventory, Collaborative Planning Forecasting and Replenishment (CPFR), etc. take into account only two types of actors of FSC: buyer and seller (producer and retailer). Additionally, they don’t consider the production and transportation planning as collaborative tasks. Taking into account above limitations, we propose, in the first phase of this thesis, an extension of CPFR model, which take into account production and transportation aspects. This new model C-PRIPT (Collaborative -Planning Replenishment Inventory Production and Transportation) includes transporter actor and elaborates production and transportation planning as collaborative activities. In the second phase, we propose a distributed and interoperable transportation planning model I-POVES (Interoperable - Path Finder, Order, Vehicle, Environment and Supervisor) to realise collaborative transportation planning by collaborating producers, transporters and retailers, aiming at a better use of transport resources. Finally, we illustrate the functioning of I-POVES model by applying it on a case study of food supply chain.

O TDAH é um transtorno do neurodesenvolvimento e, de acordo com os novos critérios do DSM, a presença de vários sintomas antes de 12 anos de idade são exigidos. Além disso, o DSM-5 também incentiva o clínico a buscar informações colaterais para corroborar o diagnóstico, mesmo para adultos. O esforço para a obtenção de informações de terceiros seria justificada se uma evidência robusta de sua relevância pudesse ser demonstrada. Este é um estudo transversal com 449 pacientes adultos com TDAH e 143 controles, entrevistados entre 2002 e 2012. Os participantes foram consecutivamente avaliados para transtornos psiquiátricos considerando-se o DSM-IV, através de instrumentos diagnósticos padronizados. Informações colaterais foram obtidas usando-se as escalas de Barkley para sintomas de TDAH atuais e da infância. Nós comparamos os perfis demográficos e clínicos de pacientes adultos cujos informantes concordavam (n = 277) ou discordavam (n = 172) dos pacientes em relação à presença de sintomatologia na infância, e adultos sem TDAH (controles). Os pacientes com TDAH e controles não diferiram quanto à idade, anos de escolaridade, renda e sexo. Os grupos com TDAH diferiram dos controles com relação a repetência escolar, problemas com autoridade e disciplina, problemas com a lei e polícia, e tratamento farmacológico prévio. Comparados com os controles, os grupos com TDAH também apresentaram escores mais elevados de prejuízo e maiores taxas de prevalência de uso do tabaco, transtorno bipolar, transtorno de oposição e desafio, transtorno de conduta e dependência de substâncias não-alcoólicas. Poucas e pequenas diferenças entre os dois grupos com TDAH (suspensões escolares, problemas com autoridade e disciplina, e escores SNAP-IV) foram observadas. Nossos resultados não oferecem suporte para a ideia de que a informação colateral sobre a sintomatologia da infância é essencial para confirmar o diagnóstico de TDAH em adultos com uma síndrome clara auto relatada desse período, mas reafirmam a ideia de que o diagnóstico não deve ser descartado na ausência de um colateral que corrobore o relato do paciente. Contudo não podemos descartar a importância de informações de fontes externas ao próprio paciente em outras situações clínicas ou apresentações psicopatológicas. / ADHD is a neurodevelopmental disorder, and, according to the new DSM, the presence of various symptoms before 12 years of age is required. In addition, the DSM-5 also stimulates the clinician to look for collateral information to support the diagnostis, even for adults. The effort to obtain information from third parties would be justified if a robust evidence of its relevance could be demonstrated. This is a cross-sectional study of 449 adult patients with ADHD and 143 controls, that were interviewed between 2002 and 2012. Participants were consecutively evaluated for DSM-IV psychiatric disorders through standardized diagnostic instruments. Collateral information was obtained with Barkley’s scales for current and childhood ADHD symptoms. We compared the demographic and clinical profiles of adult patients whose informants agreed (n=277) or disagreed (n=172) from patients for the presence of symptoms in childhood, and adults without ADHD (controls). Patients with ADHD and controls did not differ in age, years of education, income and gender. Groups with ADHD differed from controls with respect to school failure, problems with authority and discipline, problems with the law and police, and prior psychopharmacological treatment. Compared with controls, the groups with ADHD also had higher scores of injury and higher prevalence rates of tobacco use, bipolar disorder, oppositional defiant disorder, conduct disorder and non- alcoholic substance dependence. Few and small differences between the two groups with ADHD (school suspensions, problems with authority and discipline, and SNAP-IV scores) were observed. These results do not support the idea that collateral information about symptoms of childhood is essential to confirm the diagnosis of ADHD in adults with a clear self-reported syndrome in childhood, but reaffirm the idea that the diagnosis should not be dismissed in the absence of an informant to corroborate the patient's report. However, we can not rule out the importance of information from external sources for patients with different clinical situations or psychopathological presentations.

[pt] Considerando o crescimento e a importância da terceirização das atividades logística no Rio de Janeiro e a carência de estudos mais específicos de operadores logísticos no Brasil, a presente dissertação tem como objetivo analisar os prestadores de serviços logísticos e seus contratantes no Grande Rio. Para isso foram consideradas seis empresas neste estudo, três delas contratantes de serviços logísticos e outras três prestadores de serviços logísticos. Esta análise contempla fatores como a motivação para contratação, as atividades contratadas, o tempo de contrato, o processo de contratação, os indicadores de desempenho utilizados e as expectativas futuras consideradas por parte dos prestadores de serviços logísticos e das empresas contratantes, incluindo as vantagens e desvantagens destes relacionamentos em uma cadeia de suprimentos. / [en] Considering the growth and importance of the outsourcing of logistics activities in Rio de Janeiro and the lack of more specific studies of logistics operators in Brazil, this master thesis aims to analyze the logistics service providers and their contractors in the metropolitan area of Rio de Janeiro. Six companies were considered in this study, three contractors and three logistics service providers. This analysis includes factors as motivation for hiring, contracted activities, length of contract, the contracting process, the performance indicators used and the future expectations considered by the logistics service providers and contractors, including the benefits and disadvantages of these relationships in a supply chain.

Purpose: In this study, areas of use of blockchain technology in transportation management will be discussed. The purpose is to contribute with theoretical research of advantages and disadvantages of blockchain technology in transportation management before an implementation at Rhenus Logistics.   Methodology: Through interviews and literature, ways of using blockchain in transportation management is researched. A case study is set up, to further analyze the research topic from the view of an individual third-party logistic company.  Findings: Results showed that for a third-party logistic provider to successfully use blockchain technology within transportation management, it is important to have the entire network onboard in the process. If so, functionalities such as track and trace, digital handling of paperwork and smart contracts could be used. The advantages of using blockchain technology for transportation management at Rhenus Logistics were found to be trust, transparency, traceability, efficiency, cost-saving opportunities and the use of smart contacts. Identified disadvantages for Rhenus Logistics was that blockchain is costly, stakeholders are hesitant to get involved, smart contracts are not considerate of blurry lines in real life practice and there is a challenge in finding an accurate blockchain design for their business model.