O estudo aborda as características de relacionamento entre empresas montadoras e operadores logísticos no Brasil, tendo em vista o caráter estratégico da prestação de serviços de logística integrada na indústria automobilística, setor que vem apresentando uma transformação muito grande em suas práticas e organização. O foco de análise é a logística de suprimento em montadoras de automóveis, não se abordando a distribuição de veículos prontos. O processo de globalização tem exigido a reestruturação das empresas para sua sobrevivência e desenvolvimento, a busca de vantagem competitiva, pela incorporação a seus produtos, da cadeia de valor dos clientes, e, no relacionamento interempresarial, novas formas de administração de suas cadeias de suprimentos. Os serviços de logística se mostram mais abrangentes, na estratégia e processo produtivos, numa nova caracterização da atuação de operadores logísticos. Na sua terceirização, tendência firme que se constatou, teoricamente, poderiam se apresentar alianças estratégicas entre empresas. As características de relacionamento nessa direção são abordadas nesta tese. O estudo foi conduzido com base em fontes secundárias e pela realização de entrevistas junto a montadoras e operadores logísticos. Metodologicamente, adotou-se o estudo de multicasos na identificação de arranjos institucionais da operação da logística por operadores especializados. Foi identificado um ambiente em transição, em que a terceirização é um fato, com operadores logísticos, assumindo, cada vez mais, parcelas importantes das atividades dos contratantes. No entanto, o relacionamento está longe de caracterizar verdadeiras alianças estratégicas, apresentando-se uma interação dinâmica e, muitas vezes contraditória, entre as empresas. A consciência mútua das interdependências, aceitação e entendimento de interesses individuais, a serem conciliados em alianças estratégicas, com o objetivo comum de melhor condição competitiva e compartilhamento justo de riscos, custos e recompensas, podem ser fundamentais na implantação de novas formas de produção na indústria e na adoção de operadores logísticos únicos. / This study analyses the relationship among automotive industries and third party logistics (3PL) providers in Brazil, regarding the strategic aspect of the integrated logistics service in that industry, which is showing a remarkable changing in its organization and production practices. This analysis focuses the inbound logistic in car assembling plants. The globalization process requires firms restructure to enable survival and development, the search for competitive advantages, reflecting in their products their clients value chain and, in the relationship among firms, innovative ways of supply chain management. Logistics services assume a broader scope in the production process and in the company strategy, reflecting their providing by 3PL firms in a new way. In this outsourcing, theoretically, strategic alliances among firms could take place. The relationships characteristics towards this direction are analyzed in this thesis. The study used secondary sources and interviews were conducted with automotive and logistic services providers executives. For identifying institutional arrangements in logistics services providing industry, the basic methodology adopted was multicase studies. This work identifies a transition environment with outsourcing as a fact and logistics providers increasingly assuming relevant portions of the automotive industry activities. Nevertheless, their relationships are far from actual strategic alliances, occurring a dynamic and, many times, contradictory interaction among the firms. Consciousness of mutual interdependence, agreement and understanding of individual interests to be conciliated for the achievement of the common objective of better competitive condition and fair risks, costs and rewards sharing are needed. This could be a sound basis for the new production ways and define solids fundamentals for the new trend of full logistic provider implementations, already seen in the industry.

O estudo aborda as características de relacionamento entre empresas montadoras e operadores logísticos no Brasil, tendo em vista o caráter estratégico da prestação de serviços de logística integrada na indústria automobilística, setor que vem apresentando uma transformação muito grande em suas práticas e organização. O foco de análise é a logística de suprimento em montadoras de automóveis, não se abordando a distribuição de veículos prontos. O processo de globalização tem exigido a reestruturação das empresas para sua sobrevivência e desenvolvimento, a busca de vantagem competitiva, pela incorporação a seus produtos, da cadeia de valor dos clientes, e, no relacionamento interempresarial, novas formas de administração de suas cadeias de suprimentos. Os serviços de logística se mostram mais abrangentes, na estratégia e processo produtivos, numa nova caracterização da atuação de operadores logísticos. Na sua terceirização, tendência firme que se constatou, teoricamente, poderiam se apresentar alianças estratégicas entre empresas. As características de relacionamento nessa direção são abordadas nesta tese. O estudo foi conduzido com base em fontes secundárias e pela realização de entrevistas junto a montadoras e operadores logísticos. Metodologicamente, adotou-se o estudo de multicasos na identificação de arranjos institucionais da operação da logística por operadores especializados. Foi identificado um ambiente em transição, em que a terceirização é um fato, com operadores logísticos, assumindo, cada vez mais, parcelas importantes das atividades dos contratantes. No entanto, o relacionamento está longe de caracterizar verdadeiras alianças estratégicas, apresentando-se uma interação dinâmica e, muitas vezes contraditória, entre as empresas. A consciência mútua das interdependências, aceitação e entendimento de interesses individuais, a serem conciliados em alianças estratégicas, com o objetivo comum de melhor condição competitiva e compartilhamento justo de riscos, custos e recompensas, podem ser fundamentais na implantação de novas formas de produção na indústria e na adoção de operadores logísticos únicos. / This study analyses the relationship among automotive industries and third party logistics (3PL) providers in Brazil, regarding the strategic aspect of the integrated logistics service in that industry, which is showing a remarkable changing in its organization and production practices. This analysis focuses the inbound logistic in car assembling plants. The globalization process requires firms restructure to enable survival and development, the search for competitive advantages, reflecting in their products their clients value chain and, in the relationship among firms, innovative ways of supply chain management. Logistics services assume a broader scope in the production process and in the company strategy, reflecting their providing by 3PL firms in a new way. In this outsourcing, theoretically, strategic alliances among firms could take place. The relationships characteristics towards this direction are analyzed in this thesis. The study used secondary sources and interviews were conducted with automotive and logistic services providers executives. For identifying institutional arrangements in logistics services providing industry, the basic methodology adopted was multicase studies. This work identifies a transition environment with outsourcing as a fact and logistics providers increasingly assuming relevant portions of the automotive industry activities. Nevertheless, their relationships are far from actual strategic alliances, occurring a dynamic and, many times, contradictory interaction among the firms. Consciousness of mutual interdependence, agreement and understanding of individual interests to be conciliated for the achievement of the common objective of better competitive condition and fair risks, costs and rewards sharing are needed. This could be a sound basis for the new production ways and define solids fundamentals for the new trend of full logistic provider implementations, already seen in the industry.

Bakgrund: Outsourcing av delar eller hela logistikflödet till tredjepartslogistiker har ökatavsevärt de senaste åren. Detta har satt press på tredjepartslogistikföretagen. Alwex Lager och logistik är ett tredjepartslogistikföretag som utför tjänster åt andra företag i form av materialhantering. Materialhanteringsprocessen i lagret är en av de processerna som innehåller mest icke värdeadderande aktiviteter och som har störst förutsättningar att kunna effektiviseras. För att tredjepartslogistiker ska kunna fortsätta vara attraktiva på marknaden måste de kunna möta en förändrad marknad på både kort och långsikt. Syfte: Syftet med den här studien är att underlätta för andra tredjepartslogistiker som har liknande icke värdeadderande aktiviteter i sin materialhanteringsprocess som Alwex Lager och Logistik AB. Genom de kort och långsiktiga lösningar som författarna har identifierat är syftet att de ska hjälpa dem att eliminera deras icke värdeadderande aktiviteter och minska totala kostnader. Metod: Den här studien är en kvalitativ fallstudie utförd på Alwex Lager och Logistik AB. Den teori som presenteras är främst insamlad från aktuella artiklar. Empirin som presenteras är insamlad genom intervjuer och fokusgrupper med anställda på Alwex. Resultat: Författarna har identifierat att det under aktiviteten orderplock i en materialhanteringsprocess uppstår flest icke värdeadderande aktiviteter och högst kostnader. Detta har bidragit till att fokus har lagts på att finna lösningar som eliminerar ickevärdeadderande aktiviteter och minska totala kostnader inom plock. Fallstudien presenterar två kortsiktiga och två långsiktiga lösningsförslag som eliminerar icke värdeadderandeaktiviteter och minskar totala kostnader kopplade till en materialhanteringsprocess. Lösningarna som har identifierats minskar tidsåtgång för identifierade icke värdeadderandeaktiviteter med 23-75% och totala kostnader med 23-32%. / Background: Outsourcing of parts or the entire logistics flow to a third-party logisticprovider have increased significantly in recent years. This has led to high pressure on the thirdparty logistics companies. Alwex Lager och Logistik is a third-party logistics provider that performs services for other companies in form of material handling. The material handlingprocess in the warehouse is one of the main areas that contain the most non-value-adding activities and therefore have the greatest opportunity for streamlining. In order for a thirdparty logistics provider to continue to be attractive on the market, they must be able to meet a changing market on both short and long terms. Purpose: The purpose of this study is to find short-term and long-term solutions that eliminates non value adding activities and reduces total costs in the material handling process in a third-party logistics provider. Methods: This study is a qualitative case study of the material handling process at the third-party logistics provider Alwex Lager & Logistik AB. The theoretical chapter is based on current literature mainly from articles. The empirical chapters are based on data collected through interviews and focus groups. Findings: The authors have identified that most of the non-value-adding activities and highest costs appears during the picking activity in a material handling process. This has led to the focus of the study being placed on finding solutions that eliminate non-value-adding activities and reduce total costs within picking. This case study presents two short-term and two long-term solutions that eliminate non-value adding activities and reduces total costs associated with a material handling process. The solutions that have been identified to reduce non valueadding time by 23-75% and total costs by 23-32%

The purpose of the study is to: 1. develop a model for studying the strategies of third-party providers, and 2. preparing empirically supported hypotheses regarding the TPL providers strategies. Empirical data has been gathered from 21 Australian, European, and North- American targeted TPL providers, all recognized as large, innovative or influential industry representatives. The thesis propose an empirically supported model for studying positions or for positioning of TPL providers, based on both served markets and internal industry variables. Further, the TPL providers expected development, the values delivered to clients, and activity and capability for supply chain integration are explored. The results of the study indicate that the TPL providers in general have similar strategies, and expect to develop in similar ways. The main values provided to clients are Cost and the possibility to Focus on Core, and the main mechanisms for creating that value are Operative Competence and Systems Development.

逆物流回收的複雜度遠比正向物流高，企業為專注核心價值多半將逆物流活動委外專業物流服務供應商。對第三方逆物流業者而言，選擇適當的回收處理中心位址為其重要核心能力之一，而現今研究對於選址模式中之回收不確定性，大多以歷史資料作為參數，無根據區域特性不同而有所分別。故本研究希望探討在零售商提供資訊的情境下，結合消費者問卷建構廢棄產品的使用年限機率、並以二元迴歸邏輯分析建構回收機率以此預測區域回收數量，透過資訊分享以建立更好的回收處理中心選址設置模式，使第三方逆物流業者可按照此模式選擇最適當的回收點位置與回收處理量安排用以求得利潤最大化。 / Since reverse logistics is much more complex than forward logistics, third-party logistics providers are often the prior choice for firms to obtain their core value when a reverse logistic activity is needed. For third-party logistics providers, the location is one of their crucial core values; while most of them can only rely on historical data to assume the best location, due to the uncertainty of recycling in present studies.Therefore, this paper tries to construct the probability of products’ used-years by combining the retailers’ information with consumer-oriented questionnaires. Binary logistic regression is the methodology used to analyze and predict recycling probability. By information-sharing the third-party logistics providers will be able to construct a better selecting model for the best facility location, which will reach the most suitable recycling quantity to maximize their profits.

La logistique urbaine, et celle du dernier kilomètre notamment, est un sujet de préoccupation majeure pour les villes d’aujourd’hui. Pour répondre à cette préoccupation, nous avons établi dans le chapitre introductif un historique de la problématique de la logistique urbaine pour mieux comprendre son développement au fil des années, permettant ainsi de déduire qu’il est fondamental d’étudier la globalité de la chaîne de distribution dans ce travail de thèse pour mieux résoudre la problématique de la logistique urbaine. En revanche, nous étions confrontés à un sujet redoutable par sa complexité et l’absence de données complètes et fiables. De plus, nous assistons dans les dernières années, à une multiplication des schémas logistiques que ce soit pour la livraison des magasins à partir des entrepôts des fournisseurs ou pour l’approvisionnement des clients à partir des surfaces de vente.De ce fait, nous avons fixé comme objectif d’identifier toutes les organisations logistiques existantes et émergentes en France et ailleurs (deux séjours d’un an en Angleterre et en Suisse). Pour ce faire, nous avons déterminé dans le deuxième chapitre les paramètres de différenciation des modes d’organisation en amont (de l’entrepôt du fournisseur à la surface de vente) et en aval de la chaîne (de la surface de vente au domicile du client). Or il n’existe pas aujourd’hui de bilan économique et environnemental complet permettant d’arbitrer entre différentes formes de distribution classiques et à distance en tenant compte des particularités des familles des produits (non alimentaires, secs, frais, surgelés) et de la diversité de leurs modes de livraison.Face à ces contraintes de taille, nous avons eu recours aux enquêtes de terrain dans ce travail de recherche, qui ont été l’occasion de nouer de très nombreux contacts avec les acteurs de la grande distribution, permettant ainsi de recueillir des données techniques et économiques de première main et inédites jusqu’ici. En plus de la résolution du verrou empirique dans le troisième chapitre, ce travail de thèse a permis également de lever des verrous méthodologiques relatifs à la reconstitution et à l’évaluation des coûts et des émissions logistiques (pour les entrepôts de stockage et les plateformes de transit en amont ; et pour les surfaces de vente et les plateforme de mutualisation en aval) et des coûts et des émissions des véhicules de transport (des articulés et des porteurs en amont ; et des VUL, voitures particulières, transports publics, deux roues, et marche à pied en aval). Enfin, ce travail de thèse a permis d’aboutir à la construction d’une base de données et la mise au point d’un outil d’aide à la décision permettant ainsi de déduire, dans le quatrième chapitre, les bilans économique et environnemental de la globalité de la chaîne depuis l’entrepôt du fournisseur jusqu’au domicile du ménage. Cet outil devrait se révéler très utile pour les politiques publiques, les stratégies futures des grands distributeurs et leurs prestataires logistiques afin de privilégier les modes d’organisation économes et durables, et même pour le client final afin d’estimer les coûts et les émissions de ses actes d’achat dans les différentes alternatives de vente classique et à distance. / Urban logistics and the last mile in particular, is a major concern for cities today. To address this concern, we have established in the introductory chapter a history of the problem of urban logistics. This allows a better understanding of its development over the years, and deducing that it’s essential to study the supply chain in its entirety to better solve the problem of urban logistics. However, we were faced with a daunting task: the lack of comprehensive and reliable data. In addition, there has been a multiplication of distribution channels in recent years. This includes the delivery from warehouses to stores and further to households from the retail space.Therefore, we intended to identify all existing and emerging logistics organizations in France and beyond (one year exchange stay in England and Switzerland for research purposes). To do this, we established in the second chapter certain parameters that differentiate the logistics modes of various organizations upstream (from manufacturers to retail stores) and downstream (from retail stores to households). Unfortunately, there does not exist any economic and environmental assessment to settle between different forms of traditional and modern electronic distribution, by taking into account the various characteristics of different products families (non-food, dry, fresh, frozen) and the diversity of their delivery modes.Faced with constraints of such size, we conducted surveys with different actors of distribution channels, which provided the opportunity to make contacts, thus collect firsthand and so far unpublished technical and economic data. In addition to the resolution of empirical inadequacy in the third chapter, this research also helped to develop a methodological approach related to the reconstruction and evaluation of logistics costs and emissions (in warehouses, transit platforms, retail stores and shared platforms) and also the costs and emissions of vehicles (trucks, delivery van, cars, public transport, bikes, motorbikes and walking).Finally, this research has lead to the construction of a database and the development of a decision support tool to infer, in the fourth chapter, the economic and environmental appraisal of the entire supply chain from the supplier's warehouse to the final customer. This tool can be useful for public policy, future strategies of retailers and Third-Party Logistics providers to focus on efficient and sustainable modes of organization, and even it will benefit the customer to estimate the costs and emissions of its acts of purchase in classic and e-grocery shopping.