<p>In this thesis the Third-Party Logistics (3PL) partnership between the Japanese trading company Gadelius and the European logistics provider Mahé is investigated. This was done as a case study, mainly taking place on location at Gadelius’ headquarter in Tokyo.</p><p>The purpose has been to identify and evaluate the fulfilment of initial objectives, both with respect to agreed on terms and expectations of each party, analyze the reasons behind result and provide recommendations for the future.</p><p>In terms of what is strictly defined and agreed on in the contract the partnership is principally fulfilled, but this setup is not good in terms of how full 3PL-effects could be achieved.</p><p>The not so strictly defined parts of the contract stating that Mahé should work proactively are however not fulfilled to the same degree. This is connected to the lack of a dedicated Mahé representative being integrated into the OtD-team at Gadelius.</p><p>Because of this Gadelius’, to begin with very high, expectations on effects have become unrealistic, which has contributed to bad sentiments against Mahé and their capabilities. This has further been enhanced by Key Performance Indicators that don’t fully match the essential objectives with the partnership.</p><p>To change the situation two possible ways for the future are presented. If Gadelius’ focus is on indirect cost reductions an expanded partnership should be chosen, while a focus on direct cost reductions and a need for an easier change implementation call for a more limited partnership. For both alternatives new ways for measuring performance are suggested.</p>

<p>Syftet med detta examensarbete är att ur ett Supply Chain Management perspektiv undersöka förutsättningar för att implementera ett tredjepartslogistikföretag från EU i ett växande industriområde i Kina. Detta examensarbete fokuserar på distriktet Xiaohe i staden Guiyang i provinsen Guizhou.</p><p>Logistikbranschen är en av de snabbast växande industrierna i Kina. Den kinesiska regeringen föreslår en främjande policy för en logistikexpandering som innefattar skattereduceringar och nedsatta priser på lokalhyra och markpriser för logistikföretag.<strong> </strong>Den största skillnaden mellan marknaden i EU och marknaden i Kina är de kulturella skillnaderna i sättet att göra affärer och att umgås. Korruption kan förekomma i Kina och det är värt att undersöka de kinesiska företagen innan ett samarbete inleds. Om ett samarbete inleds kan det vara fördel att ta reda på om det finns särskilda bestämmelser i Kina. Detta för att minska risken att problem uppstår med de varor som ska exporteras och/eller importeras. En vara som ska importeras eller exporteras mellan EU och Kina ska förtullas genom inlämning av tulldeklaration till Tullverket.</p><p>När det gäller växande industriområden som i Guiyang finns det geografiska fördelar med avseende på handel genom att staden angränsar ett flertal andra provinser och att den anses som en knutpunkt i sydvästra Kina. Huvudindustrier förknippade med staden innefattar kol, järn, stål, aluminium, gödningsmedel och tillverkning. De lokala kinesiska logistikföretagen saknar den erfarenhet och kompetens som krävs för att kunna erbjuda logistiska helhetslösningar åt företagen i industriparken i Xiaohe i Guiyang. Vidare finns inga tredjepartslogistikföretag i staden. Delvis på grund av dessa anledningar är det en stor fördel för ett tredjepartslogistikföretag från den Europeiska Unionen att etablera verksamhet i Guiyang. Svagheten med en etablering är bland annat indikation på brister i infrastrukturen och långt avstånd till närmaste hamn. Vidare finns det en planering för utveckling i regionen som innefattar bland annat utveckling av transportinfrastrukturen.</p> / <p>The purpose of this examination thesis is from a <em>Supply Chain Management perspective</em> to examine the conditions for establishing a third party logistics company from the European Union in a growing industrial area in China. The thesis focuses on Xiaohe district in Guiyang.</p><p>Logistics industry is one of the fastest growing industries in China. The Chinese Government is proposing a promotion policy for a logistics expansion that includes tax reductions and reduced prices on rent and land prices for logistics companies. The main difference between the European Union market and the market in China is the cultural differences in the way of doing business and to socialize. Corruption may occur in China and it is worth to examine Chinese firms before cooperation can be settled. If collaboration is carried out, it may be advantageous to find out if there are specific rules in China to reduce the risk that problems occurs with the goods to be exported and/or to be imported. A product to be imported or exported between the European Union and China must clear customs.</p><p>When it comes to growing industrial areas as in Guiyang there are geographical advantages with thought of trading, that the city is adjacent to several other provinces and that it is regarded as a tie point in southwestern China. The main industry involved in the city includes coal, iron, steel, aluminum, fertilizers and manufacturing. Local Chinese logistics companies have lack of the experience and skills that is needed for providing logistics solutions to companies in the industrial park in Xiaohe District in Guiyang. Furthermore, there are no third-party logistics providers in the city. Partly for this reason, it is a great advantage for a third party logistics provider from the European Union who wants to establish business in Guiyang. The weaknesses for establishing include lack of infrastructure and long distance to the closest seaport. Furthermore, there is a plan for development in the region which includes the development of transport infrastructure.</p>

The demand for shorter lead-times and increased delivery reliability puts pressure on companies to provide more efficient logistic services. One strategy to deal with this demand is by outsourcing logistics to a third part. The development of logistics information systems enables increased control over business supply chains. This is why Green Cargo aims to create a Logistics Control Tower (LCT) solution to provide it’s customers with better information with higher availability. One such system is the Green Cargo control tower solution, which aims to improve information quality and availability alike. This is also the origin of this thesis at Green Cargo Division Logistics. The aim of this project was to identify the information needs in the logistic processes connected to Green Cargo Division Logistics, and to present a requirement specification for a LCT. The LCT will be designed to work as an information and decision support system. The main source of information was collected through interviews with customers of Green Cargo, as well as personnel at Green Cargo. The research findings suggest that there is potential for improvement within the information flow between Green Cargo and the other parties involved in the logistic process. A need for improved information flows and communication became apparent through the investigation. We therefore suggest that Green Cargo develops a LCT containing functions such as cost follow-up, statistics, stock level information, order information, proof of delivery, track&amp;trace, notification, environment information, and invoice control. Whilst some of these functions are yet to be introduced, others are basic functions already provided for by Green Cargo, but could nonetheless be improved. Most of the suggested functions are generated through the customers needs while invoice control and automated notification is a demand from Green Cargo personnel. A web interface with the possibility to adapt the content to different customers could serve as a solution to these needs. Input to the LCT is collected from different information systems such as vendor management systems and databases at logistic service providers.

In this thesis the Third-Party Logistics (3PL) partnership between the Japanese trading company Gadelius and the European logistics provider Mahé is investigated. This was done as a case study, mainly taking place on location at Gadelius’ headquarter in Tokyo. The purpose has been to identify and evaluate the fulfilment of initial objectives, both with respect to agreed on terms and expectations of each party, analyze the reasons behind result and provide recommendations for the future. In terms of what is strictly defined and agreed on in the contract the partnership is principally fulfilled, but this setup is not good in terms of how full 3PL-effects could be achieved. The not so strictly defined parts of the contract stating that Mahé should work proactively are however not fulfilled to the same degree. This is connected to the lack of a dedicated Mahé representative being integrated into the OtD-team at Gadelius. Because of this Gadelius’, to begin with very high, expectations on effects have become unrealistic, which has contributed to bad sentiments against Mahé and their capabilities. This has further been enhanced by Key Performance Indicators that don’t fully match the essential objectives with the partnership. To change the situation two possible ways for the future are presented. If Gadelius’ focus is on indirect cost reductions an expanded partnership should be chosen, while a focus on direct cost reductions and a need for an easier change implementation call for a more limited partnership. For both alternatives new ways for measuring performance are suggested.

Shipment Consolidation (SCL) is a logistics strategy that combines two or more orders or shipments so that a larger quantity can be dispatched on the same vehicle to the same market region. This dissertation aims to emphasize the importance and substantial cost saving opportunities that come with SCL in a logistics supply chain, by offering new models or by improving on the current body of literature. Our research revolves around "three main axes" in SCL: Single-Item Shipment Consolidation (SISCL), Multi-Item Shipment Consolidation (MISCL), and Pricing and Shipment Consolidation. We investigate those topics by employing various Operations Research concepts or techniques such as renewal theory, dynamic optimization, and simulation. In SISCL, we focus on analytical models, when the orders arrive randomly. First, we examine the conditions under which an SCL program enables positive savings. Then, in addition to the current SCL policies used in practice and studied in the literature, i.e. Quantity-Policy (Q-P), Time-Policy (T-P) and Hybrid Policy (H-P), we introduce a new one that we call the Controlled Dispatch Policy (CD-P). Moreover, we provide a cost-based comparison of those policies. We show that the Q-P yields the lowest cost per order amongst the others, yet with the highest randomness in dispatch times. On the other hand, we also show that, between the service-level dependent policies (i.e. the CD-P, H-P and T-P), H-P provides the lowest cost per order, while CD-P turns out to be more flexible and responsive to dispatch times, again with a lower cost than the T-P. In MISCL, we construct dispatch decision rules. We employ a myopic analysis, and show that it is optimal, when costs and the order-arrival processes are dependent on the type of items. In a dynamic setting, we apply the concept of time-varying probability to integrate the dispatching and load planning decisions. For the most common dispatch objectives such as cost per order, cost per unit time or cost per unit weight, we use simulation and observe that the variabilities in both cost and the optimal consolidation cycle are smaller for the objective of cost per unit weight. Finally on our third axis, we study the joint optimization of pricing and time-based SCL policy. We do this for a price- and time-sensitive logistics market, both for common carriage (transport by a public, for-hire trucking company) and private carriage (employing one's own fleet of trucks). The main motivation for introducing pricing in SCL decisions stems from the fact that transportation is a service, and naturally demand is affected by price. Suitable pricing decisions may influence the order-arrival rates, enabling extra savings. Those savings emanate from two sources: Scale economies (in private carriage) or discount economies (in common carriage) that come with SCL, and additional revenue generated by employing an appropriate pricing scheme. Throughout the dissertation, we offer numerical examples and as many managerial insights as possible. Suggestions for future research are offered.

Syftet med detta examensarbete är att ur ett Supply Chain Management perspektiv undersöka förutsättningar för att implementera ett tredjepartslogistikföretag från EU i ett växande industriområde i Kina. Detta examensarbete fokuserar på distriktet Xiaohe i staden Guiyang i provinsen Guizhou. Logistikbranschen är en av de snabbast växande industrierna i Kina. Den kinesiska regeringen föreslår en främjande policy för en logistikexpandering som innefattar skattereduceringar och nedsatta priser på lokalhyra och markpriser för logistikföretag. Den största skillnaden mellan marknaden i EU och marknaden i Kina är de kulturella skillnaderna i sättet att göra affärer och att umgås. Korruption kan förekomma i Kina och det är värt att undersöka de kinesiska företagen innan ett samarbete inleds. Om ett samarbete inleds kan det vara fördel att ta reda på om det finns särskilda bestämmelser i Kina. Detta för att minska risken att problem uppstår med de varor som ska exporteras och/eller importeras. En vara som ska importeras eller exporteras mellan EU och Kina ska förtullas genom inlämning av tulldeklaration till Tullverket. När det gäller växande industriområden som i Guiyang finns det geografiska fördelar med avseende på handel genom att staden angränsar ett flertal andra provinser och att den anses som en knutpunkt i sydvästra Kina. Huvudindustrier förknippade med staden innefattar kol, järn, stål, aluminium, gödningsmedel och tillverkning. De lokala kinesiska logistikföretagen saknar den erfarenhet och kompetens som krävs för att kunna erbjuda logistiska helhetslösningar åt företagen i industriparken i Xiaohe i Guiyang. Vidare finns inga tredjepartslogistikföretag i staden. Delvis på grund av dessa anledningar är det en stor fördel för ett tredjepartslogistikföretag från den Europeiska Unionen att etablera verksamhet i Guiyang. Svagheten med en etablering är bland annat indikation på brister i infrastrukturen och långt avstånd till närmaste hamn. Vidare finns det en planering för utveckling i regionen som innefattar bland annat utveckling av transportinfrastrukturen. / The purpose of this examination thesis is from a Supply Chain Management perspective to examine the conditions for establishing a third party logistics company from the European Union in a growing industrial area in China. The thesis focuses on Xiaohe district in Guiyang. Logistics industry is one of the fastest growing industries in China. The Chinese Government is proposing a promotion policy for a logistics expansion that includes tax reductions and reduced prices on rent and land prices for logistics companies. The main difference between the European Union market and the market in China is the cultural differences in the way of doing business and to socialize. Corruption may occur in China and it is worth to examine Chinese firms before cooperation can be settled. If collaboration is carried out, it may be advantageous to find out if there are specific rules in China to reduce the risk that problems occurs with the goods to be exported and/or to be imported. A product to be imported or exported between the European Union and China must clear customs. When it comes to growing industrial areas as in Guiyang there are geographical advantages with thought of trading, that the city is adjacent to several other provinces and that it is regarded as a tie point in southwestern China. The main industry involved in the city includes coal, iron, steel, aluminum, fertilizers and manufacturing. Local Chinese logistics companies have lack of the experience and skills that is needed for providing logistics solutions to companies in the industrial park in Xiaohe District in Guiyang. Furthermore, there are no third-party logistics providers in the city. Partly for this reason, it is a great advantage for a third party logistics provider from the European Union who wants to establish business in Guiyang. The weaknesses for establishing include lack of infrastructure and long distance to the closest seaport. Furthermore, there is a plan for development in the region which includes the development of transport infrastructure.

Shipment Consolidation (SCL) is a logistics strategy that combines two or more orders or shipments so that a larger quantity can be dispatched on the same vehicle to the same market region. This dissertation aims to emphasize the importance and substantial cost saving opportunities that come with SCL in a logistics supply chain, by offering new models or by improving on the current body of literature. Our research revolves around "three main axes" in SCL: Single-Item Shipment Consolidation (SISCL), Multi-Item Shipment Consolidation (MISCL), and Pricing and Shipment Consolidation. We investigate those topics by employing various Operations Research concepts or techniques such as renewal theory, dynamic optimization, and simulation. In SISCL, we focus on analytical models, when the orders arrive randomly. First, we examine the conditions under which an SCL program enables positive savings. Then, in addition to the current SCL policies used in practice and studied in the literature, i.e. Quantity-Policy (Q-P), Time-Policy (T-P) and Hybrid Policy (H-P), we introduce a new one that we call the Controlled Dispatch Policy (CD-P). Moreover, we provide a cost-based comparison of those policies. We show that the Q-P yields the lowest cost per order amongst the others, yet with the highest randomness in dispatch times. On the other hand, we also show that, between the service-level dependent policies (i.e. the CD-P, H-P and T-P), H-P provides the lowest cost per order, while CD-P turns out to be more flexible and responsive to dispatch times, again with a lower cost than the T-P. In MISCL, we construct dispatch decision rules. We employ a myopic analysis, and show that it is optimal, when costs and the order-arrival processes are dependent on the type of items. In a dynamic setting, we apply the concept of time-varying probability to integrate the dispatching and load planning decisions. For the most common dispatch objectives such as cost per order, cost per unit time or cost per unit weight, we use simulation and observe that the variabilities in both cost and the optimal consolidation cycle are smaller for the objective of cost per unit weight. Finally on our third axis, we study the joint optimization of pricing and time-based SCL policy. We do this for a price- and time-sensitive logistics market, both for common carriage (transport by a public, for-hire trucking company) and private carriage (employing one's own fleet of trucks). The main motivation for introducing pricing in SCL decisions stems from the fact that transportation is a service, and naturally demand is affected by price. Suitable pricing decisions may influence the order-arrival rates, enabling extra savings. Those savings emanate from two sources: Scale economies (in private carriage) or discount economies (in common carriage) that come with SCL, and additional revenue generated by employing an appropriate pricing scheme. Throughout the dissertation, we offer numerical examples and as many managerial insights as possible. Suggestions for future research are offered.

Submitted by PATRICIA JACOMINI FROIO null (pathfroio@hotmail.com) on 2017-08-17T19:04:03Z No. of bitstreams: 1 FROIO_PJ_Me_bauru_2017.pdf: 2760921 bytes, checksum: 55f71dfb834b98674dc798cf6acb1b5b (MD5) / Approved for entry into archive by Luiz Galeffi (luizgaleffi@gmail.com) on 2017-08-23T17:55:54Z (GMT) No. of bitstreams: 1 froio_pj_me_bauru.pdf: 2760921 bytes, checksum: 55f71dfb834b98674dc798cf6acb1b5b (MD5) / Made available in DSpace on 2017-08-23T17:55:54Z (GMT). No. of bitstreams: 1 froio_pj_me_bauru.pdf: 2760921 bytes, checksum: 55f71dfb834b98674dc798cf6acb1b5b (MD5) Previous issue date: 2017-06-29 / Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq) / A busca pela sustentabilidade tem sido um tema debatido entre gestores e acadêmicos em todo o mundo. Atividades econômicas são geradoras de impactos ambientais resultante de suas operações, incluindo o setor das empresas de logística. Este tema tem atraído considerável atenção da comunidade científica internacional, entretanto, estudos sobre o tema no Brasil são incipientes. Nesta pesquisa foi realizada uma revisão estruturada da literatura que mapeou iniciativas verdes realizadas apenas por empresas Prestadoras de Serviços Logísticos (PSLs) e classificadas como internas e externas à organização em forma de um framework. Nesse contexto e de acordo com o estado-da-arte do campo de pesquisa apontado, o objetivo desta pesquisa foi de identificar iniciativas de sustentabilidade ambiental praticadas por algumas empresas PSLs brasileiras, e analisar a abrangência da realização das iniciativas. O método de pesquisa escolhido foi um estudo exploratório, com questionário semiestruturado, e coleta de dados do tipo survey. Com apoio do software NVivo10 foi possível entender as empresas estudadas, uma vez que facilitou as análises permitindo planejar e classificar informações oriundas de outras três questões abertas compostas no questionário, e pesquisar padrões nas respostas dos respondentes. Os resultados das análises indicam que as empresas respondentes têm realizado diversas ações a favor da sustentabilidade ambiental, entretanto algumas delas de forma pouco abrangente. A maior parte das iniciativas realizadas no contexto analisado são intraorganizacionais, quando comparada as interorganizacionais. / The pursuance for sustainability has been a topic debated among managers and academics around the world. Economic activities generate environmental impacts resulting from its operations, and also the logistics industry. This topic has attracted considerable attention from the international scientific community, however, studies on that issue in Brazil are incipient. The structured literature review mapped out green initiatives undertaken only by Logistics Service Providers (LSPs), and classified in the form of a framework as internal and external to the organization. In this context and according to the state-of-the-art of the research field pointed out, the aim of this research was to identify environmental sustainability initiatives practiced by some Brazilian LSP companies, and analyze the scope of the initiatives. The chosen research method was an exploratory study, with semi-structured questionnaire, and survey data collection. With the support of the NVivo10 software, it was possible to understand the companies studied, since it facilitated the analysis allowing to plan and classify information from three other open questions composed in the questionnaire, as well to search for patterns in respondents' answers. The results indicate that the surveyed companies have carried out several actions in favor of environmental sustainability, however some of them not with all potential. And most of the carried out initiatives are intraorganizational, when compared to the interorganizational ones. / CNPq: 134565/2015-0

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.

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.