O setor público brasileiro passa por momentos de desenvolvimento em sua forma de gestão, objetivando maior aproximação com as técnicas de gestão do setor privado, que utilizam métodos e conceitos mais eficientes. Esta pesquisa utilizou o conceito do Custo Total de Propriedade - CTP (Total Cost of Ownership, traduzido do inglês) como forma de aprimorar o processo de aquisições de bens duráveis, no caso, veículos, que atualmente é pautado na Lei de Licitações (Lei 8.666 de 1993), que possui o menor preço como critério de decisão de compra. Baseado no CTP, o preço de aquisição é apenas uma variável de custo a ser analisado durante o processo de compra, devendo também haver análise dos custos pós-aquisição e de descarte, fatores que não estão formalizados no processo de aquisição atual e tampouco existem no momento do pregão. Esse conceito traz a definição de compra mais vantajosa, como aquela que possui o menor CTP e não apenas o menor preço de aquisição; portanto, objetiva-se investigar quais aspectos seriam impactados com a aplicação prática do conceito de CTP no fluxo de aquisição de um bem durável em um órgão público. Com isso, a questão a ser respondida é: quais aspectos seriam impactados com a aplicação prática do conceito do Custo Total de Propriedade no fluxo de aquisição de um bem durável em um órgão público. Esta pesquisa se enquadra como qualitativa, com aplicação de questionário semiestruturado aos atores responsáveis pelo processo licitatório da Prefeitura de Franco da Rocha - SP, para: (i) formalizar o atual fluxo de aquisições de veículos; (ii) entender sua percepção sobre aplicação do CTP no processo; e ainda (iii) captar as possíveis variáveis de custo a serem mensuradas na realidade daquela municipalidade. Para fins de validação de informações, foram coletados dados com análise documental de editais de licitações de compras de veículos de 2013 a 2016, sendo necessárias também para composição do exercício de mensuração do CTP. Foram utilizadas as variáveis extraídas das respostas dos entrevistados e sugeriu-se a utilização de novas variáveis para que o cálculo se tornasse mais amplo. Com relação aos resultados, foi possível observar que os aspectos impactados com a aplicação do CTP no processo de aquisição foram: (i) melhora da descrição técnica do bem na etapa inicial realizada pelo solicitante do bem, permeando itens que viabilizem o CTP e que possam influenciar positivamente a qualidade dos bens; e (ii) acurácia na projeção de custos pós-aquisição para atendimento da Lei de Responsabilidade Fiscal - LRF. Espera-se que haja desenvolvimento das técnicas de gestão de compras em órgãos públicos com uso eficiente dos recursos públicos no que diz respeito aos custos com aquisições, além de demonstrar de forma didática o cálculo e algumas variáveis de custos que podem ser padronizadas no processo de aquisições. / The Brazilian public sector is going through a period of development on its management form, aiming greater approximation with the private sector management techniques, which use more efficient methods and concepts. This research used the concept of TCO - Total Cost of Ownership to improve the process of durable goods acquisition, in this case, vehicles, nowadays grounded by the Brazilian Bidding Law (Law 8.666 of 1993), which has the lowest price as criteria for purchase decision. Based on the TCO, the acquisition price is just a cost variable to be analyzed during the purchase process. There should also be a post-acquisition and disposal cost analysis, factors not formalized in the current acquisition process and neither existing in the trading session. This concept brings the definition of the most advantageous purchase, such as the one that has the lowest TCO and not only the lowest acquisition price; therefore, it aims to investigate which aspects would be impacted by the practical application of the TCO concept in a durable good acquisition flow in a public body. Thus, the question to be answered is which aspects would be impacted by the practical application of the Total Cost of Ownership concept in a durable good acquisition flow in a public body. This research can be classified as qualitative, with the application of a semi-structured questionnaire on the people responsible for the bidding process in the Municipality of Franco da Rocha - SP, to (i) formalize the current flow of vehicles acquisition; (ii) understand their perception of the TCO in the process; and (iii) find possible cost variables to be measured in the reality of that municipality. For purposes of information validation, there were collected data with documentary analysis of the bidding documents for vehicles purchases from 2013 to 2016, also being necessary for the composition of the TCO measurement exercise. Extracted variables from the respondents\' answers were used and it was suggested the application of new variables for the calculation to be broader. Regarding the results, it was possible to observe that the aspects impacted by the TCO application were: (i) improvement of the technical description of the good in the initial stage carried out by the good requestor, permeating items that make the TCO viable and can positively influence the quality of goods; and (ii) accuracy in the projection of post-acquisition costs for compliance with the Fiscal Responsibility Law - LRF. It is expected that there will be a development of the management purchase techniques in public bodies with efficient use of public resources regarding costs acquisitions, as well as demonstrating, in a didactic way, the calculation and some cost variables that can be standardized in the acquisition process.

Tendo em vista a necessidade das empresas, de estabelecer relacionamentos estreitos entre fornecedores e compradores, através de vínculos de cooperação imprescindíveis para a competitividade das empresas nos dias de hoje, este estudo aborda a importância do Total Cost of Ownership (TCO) ou Custo Total da Propriedade no gerenciamento da cadeia de suprimentos. Este trabalho tem como objetivo demonstrar o papel do TCO como ferramenta de contabilidade gerencial que dá suporte à decisão, no que diz respeito a seleção de fornecedores, tendo em vista que a área de compras é fundamental para o gerenciamento da área de suprimentos de uma empresa. Trata-se de uma pesquisa bibliográfica de estudo exploratório, com uma aplicação prática na área de compras de uma empresa no ramo da educação. Observa-se que através da utilização da ferramenta de TCO é possível que as empresas consigam visualizar melhor seus custos, para uma correta tomada de decisão, no que diz respeito a uma compra de determinado fornecedor. / Given the need for companies, to establish close relationships between suppliers and buyers through cooperative ties essential for the competitiveness of companies nowadays, this study addresses the importance of Total Cost of Ownership (TCO) or Total Cost of property management in the supply chain. This paper aims to demonstrate the role of TCO as a tool of management accounting that supports decision regarding the selection of suppliers, in order that the shopping area is critical to managing the supply area of a company. This is an exploratory study of literature, with a practical application in the shopping area of a company in the business of education. It is observed that by using the tool TCO is possible that companies are able to better visualize their costs, for a correct decision, with regard to a purchase of a particular vendor.

Com o objetivo de analisar a rentabilidade econômica da produção de mudas de alface produzidas em bandejas com diferentes volumes de substrato e formato de célula, foram realizados levantamentos de custos de um produtor de mudas localizado no estado de São Paulo, nas safras de verão e de inverno. Para avaliar os custos de produção para cada safra de cultivo, foi usado a metodologia adotada pelo Centro de Estudos Avançados em Economia Aplicada (CEPEA), onde se calcula o Custo Total de produção pela soma entre o Custo Anual de Recuperação do Patrimônio (CARP) e o Custo Operacional (CO). O CARP é uma metodologia que considera o fator depreciação e custo de oportunidade do capital imobilizado para aquisição dos bens envolvidos, e o CO envolve todos os custos operacionais da atividade (viveiro de produção de mudas). O custo total de produção por área (m2), custo total de produção por muda e custo total de produção por bandeja foram superiores na safra de inverno em relação à safra de verão. Para o custo de produção por muda, os valores obtidos seguiram a seguinte ordem (R$): 84 células > 105 células > 128 células achatada alta > 128 células achatada baixa > 128 células cônicas > 200 células cônicas. Já para o custo de produção por bandeja, a ordem foi a seguinte: 84 células > 105 células > 128 células achatada alta > 128 células achatada baixa > 200 células cônicas > 128 células cônicas. Para o lucro da atividade, a ordem dos lucros foi (R$): 128 células achatada alta > 128 células achatada baixa > 84 células > 105 células > 200 células cônicas > 128 células cônicas. Além da rentabilidade econômica, dois experimentos foram conduzidos no viveiro especializado na produção de mudas, durante os períodos de 25 de dezembro de 2015 a 3 de fevereiro de 2016 e 26 de janeiro a 26 de fevereiro de 2016. Os períodos de cultivo foram de 28 e 40 dias para o primeiro ciclo (mudas convencionais e \"mudões\", respectivamente) e de 31 dias para todas as bandejas, no segundo ciclo. Os experimentos (primeiro e segundo ciclo) foram instalados em delineamento experimental inteiramente casualizado com quatro repetições, sendo os tratamentos constituídos por 6 diferentes tipos de bandejas para produção de mudas (128 células com formato cônico,128 células achatada baixa, 128 células achatada alta, 84 células, 105 células e 200 células com formato cônico). As mudas convencionais são destinadas para a produção hidropônica com uso de berçário, e os \"mudões\" para sistemas de cultivo hidropônico sem uso de berçário. As características agronômicas avaliadas foram massas frescas e secas das partes aéreas e das raízes, área foliar, comprimento total, área superficial, diâmetro médio, volume total e número total de raízes. Para mudões, que são destinados ao cultivo hidropônico sem a utilização da fase de berçário, as bandejas de 105 células resultaram em mudas com crescimento similar àquelas produzidas em bandejas de 84 células. Através desses resultados é possível recomendar as bandejas de 105 células por possibilitarem maior rendimento por área ao produtor de mudas. As mudas produzidas em bandejas de 84 e 105 células foram mais desenvolvidas, em geral, no primeiro ciclo do que no segundo ciclo. Para mudas convencionais, de maneira geral, as bandejas de 200 células cônicas resultaram em menor desenvolvimento das plântulas comparadas às bandejas de 128 células cônicas, achatadas baixas e achatadas altas. As bandejas de 200 células cônicas resultaram em maior massa fresca da parte aérea, área foliar, comprimento total das raízes e número total de raízes no segundo ciclo em relação ao primeiro, devido ao período de cultivo ter sido superior no segundo ciclo (31 dias após a semeadura). / The objective of this study was to analyze the economic profitability of lettuce seedling production in trays with different cell volume and format through cost survey of production related to a grower located at Sao Paulo State. In order to evaluate the production costs for each growth period, the methodology adopted by Center of Advanced Studies on Applied Economy (CEPEA) was used to calculate the Total Cost of Production by the sum between the Annual Cost of Recovery (CARP) and the Operating Cost (CO). The CARP is a methodology that considers the factor of depreciation and opportunity cost of immobilized capital to acquire the assets involved, and the CO involves all operational costs of the activity (nursery of seedling production). The total cost of production per square meter (m2), total cost of production per seedling and total cost of production per tray were higher in the winter season as compared to the summer season. For the production cost per seedling, the values obtained were in the following order (R $): 84 cells> 105 cells> 128 flattened high cell> 128 flattened low cell> 128 conic cells > 200 conic cells. For the cost of production per tray, the order was as follows: 84 cells> 105 cells> 128 flattened high cells> 128 flattened low cells > 200 conic cells > 128 conic cells. For the profit of the activity, the order of profits was (R $): 128 flattened high cells > 128 flattened low cells > 84 cells> 105 cells> 200 conic cells> 128 conic cells. Besides the economic profitability, two experiments were conducted in the nursery specialized in the seedling production of lettuce during the periods of December 25, 2015 to February 3, 2016 and January 26 to February 26, 2016. The growing periods were 28 And 40 days for the first cycle (conventional seedlings and \"large seedlings\", respectively) and 31 days for all trays in the second cycle. The experiments (first and second cycle) were installed in a completely randomized experimental design with four replicates, and the treatments consisted of 6 different types of trays for seedlings production (128 cells with conical shape, 128 flattened low cells, 128 flattened high cells, 84 cells, 105 cells and 200 cells with conical shape). The conventional seedlings are destined for hydroponic production with the use of nursery phase and the \"large seedlings\" are used to hydroponic systems without of nursery phase. The agronomic characteristics evaluated were fresh and dry masses of the aerial parts and roots, leaf area, total length, surface area, mean diameter, total volume and total number of roots. For \"large seedlings\", trays of 105 cells resulted in seedlings with growth similar to those produced in trays of 84 cells. Through these results, it is possible to recommend the trays of 105 cells because they allow greater yield per square meter to the grower of seedlings. The seedlings produced in trays of 84 and 105 cells, in general, were more developed in the first cycle than in the second cycle. For conventional seedlings, the trays of 200 conical cells resulted in lower seedling development as compared to trays of 128 conical cells, flattened low and flattened tall cells. The trays of 200 conical cells resulted in higher fresh shoot mass, leaf area, total root length and total number of roots in the second cycle as compared to the first, because the growing period was higher in the second cycle (31 days after sowing).

The aim of the thesis is to assess current situation on the market of information and communication technologies, especially software systems influencing logistics within companies: Enterprise Resource Planning (ERP), Supply Chain Management (SCM) and Warehouse Management Systems (WMS) and then to compare presented description of strategic sourcing with the practice of project management considering the total cost of ownership over the life cycle of supplied ERP.

The notorious fuel consumption and environmental impact of conventional diesel refuse collection trucks (D-RCTs) encourage collection fleets to adopt alternative technologies with higher efficiency and lower emissions/noise impacts into their fleets. Due to the nature of refuse trucks’ duty cycles with low driving speeds, frequent braking and high idling time, a battery-electric refuse collection truck (BE-RCT) seems a promising alternative, taking advantage of energy-saving potentials along with zero tailpipe emissions. However, whether or not this newly-introduced technology can be commercially feasible for a collection fleet and/or additionally mitigate GHG emissions should be examined over its lifetime explicitly for the specific fleet. This study evaluates the performance of a D-RCT and BE-RCT in a collection fleet to assess the potential of BE-RCT in reducing diesel fuel consumption and the total GHG emissions. A refuse truck duty cycle (RTDC) was generated representing the driving nature and vocational operation of the refuse truck, including the speed, mass, and hydraulic cycles along with the extracted route grade profile. As a case study, the in-use data of a collection fleet, operating in the municipality of Saanich, British Columbia (BC), Canada, are applied to develop the representative duty cycle. Using the ADVISOR simulator, the D-RCT and BE-RCT are modeled and energy consumption of the trucks are estimated over the representative duty cycle. Fuel-based Well-to-Wheel (WTW) GHG emissions of the trucks are estimated considering the fuel (diesel/electricity) upstream and downstream GHG emissions over the 100-year horizon impact factor for greenhouse gases. The results showed that the BE-RCT reduces energy use by 77.7% and WTW GHG emissions by 98% compared to the D-RCT, taking advantage of the clean grid power in BC. Also, it was indicated that minimum battery capacity of 220 kWh is required for the BE-RCT to meet the duty cycle requirements for the examined fleet. A sensitivity analysis has been done to investigate the impact of key parameters on energy use and corresponding GHG emissions of the trucks. Further, the lifetime total cost of ownership (TCO) for both trucks was estimated to assess the financial competitiveness of the BE-RCT over the D-RCT. The TCO indicated that the BE-RCT deployment is not financially viable for the examined fleet unless there are considerable incentives towards the purchase cost of the BE-RCT and/or sufficient increase in carbon tax/diesel fuel price. From the energy useevaluation, this study estimates the required battery capacity of the BE-RCT for the studied fleet, and the TCO outputs can assist them in future planning for the adoption of battery-electric refuse trucks into their collection fleet where the cost parameters evolve. / Graduate

Klimatförändringar och effekterna av global uppvärmning är ett växande problem i världen och anses vara en av vår tids största utmaningar. Idag står Sveriges inrikes transporter av en tredjedel av landets totala växthusgasutsläpp och är i hög grad beroende av fossila drivmedel. För att eftersträva ett hållbart energisystem har politikerna satt upp ett mål om en fossilfri fordonsflotta år 2030. För att uppnå detta mål behöver koldioxidintensiva energikällor gradvis ersättas med renare alternativ. Där har bland andra elfordon och bränslecellsfordon potential att vara nycklar i en sådan teknisk omvandling. Dock finns det många barriärer för att implementera vätgas som drivmedel, däribland de finansiella riskerna kring den stora investeringen i samband med upprättandet av produktion och infrastruktur. Syftet med rapporten har varit att studera om, och på vilket sätt, vätgasdrivna bränslecellsfordon kan bidra till en teknisk omvandling av den svenska transportsektorn. Den ekonomiska ägandekostnaden för fyra utvalda fordonsapplikationer; gaffeltruckar, bussar, distributionsfordon och båtar har studerats för att undersöka vilka som har störst potential att bidra till de vätgasdrivna bränslecellsfordonens genomslag ur ett marknadsmässigt och ekonomiskt perspektiv. Varje fordonsapplikation har jämförts med sina respektive konventionella och/eller miljöanpassade motsvarigheter genom beräkningsmodellen Total Cost of Ownership. Vidare har applicerandet av ett systemperspektiv, med de teoretiska ramverken Multi-Level Perspective (MLP) och Strategic Niche Management (SNM) i fokus, varit värdefullt för förståelsen av vätgasens och bränslecellsfordonens roll i kontexten av ett sociotekniskt system och för att identifiera hur marknadsintroduktionen och diffusionen av dessa ska ske på ett hållbart sätt. Resultaten i denna studie visar på att initiala satsningar på småskaliga projekt inom vätgasdrivna fordonsapplikationer så som gaffeltruckar, bussar, distributionsfordon och båtar har potential att fungera som en katalysator för en framtida introduktion av vätgasdrivna bränslecellsfordon. Sådana projekt skulle inte omedelbart leda till en avsevärd reduktion av koldioxidutsläpp utan snarare hjälpa att bryta barriärerna och underlätta för en framtida marknadsintroduktion av vätgasdrivna bränslecellsfordon i Sverige. Ur ett större perspektiv skulle utvecklingen av vätgasdrivna bränslecellsfordon även uppmuntra till en spridning av andra miljöanpassade alternativ, vilket ytterligare driver fram den tekniska omvandlingen genom positiva feedback-loopar. Då en teknisk omvandling av den svenska transportsektorn kräver en kombination av flera drivmedel och tekniker bör vätgasdrivna bränslecellsfordon betraktas som ett komplement till andra miljöanpassade alternativ, inte en konkurrent. Vidare tyder resultaten på att vätgasdrivna bränslecellstruckar (gaffeltruckar) och bränslecellsbussar kan bli de första applikationerna som introduceras i Sverige via småskaliga implementationsprojekt fram till år 2030 och därefter kommersialiseras. Dessa applikationer har de ekonomiska förutsättningarna som krävs och det finns i dagsläget tydliga drivkrafter och aktörer som verkar för deras utveckling i Sverige. Distributionsfordon med vätgasdrivna räckviddsförlängare finns i Europa och kan, givet att Bonus-malus systemet introduceras, bli ekonomiskt försvarbara i Sverige. Inom båt-applikationen anses pendelfärjor vara lämpliga för enstaka projekt som kan gynna diffusionen av vätgasdrivna bränslecellsfordon, medan deras verkliga genomslag tros bortom 2030. Däremot kan dynamiska effekter i det sociotekniska systemet påskynda utvecklingen applikationerna emellan. Vidare har styrmedel och samordning av infrastruktur och andra strategiska samarbeten identifieras som de viktigaste lösningarna för att få igenom småskaliga implementationsprojekt på kort sikt, och större strukturella förändringar i det svenska transportsystemet på lång sikt. Det bör belysas att nya alternativ så som vätgas och bränslecellsfordon ofta genomgår en långsam marknadsutveckling. Det är därför väsentligt att skapa rimliga förväntningar då det krävs stora förändringar inom infrastrukturen och transportmönster samt betydande teknikutveckling för att dessa ska nå marknadsmässig mognad.

Purpose As a result of globalization competition in every business has raised. This makes it imperative to show at most attention towards every part of the business process in a detailed manner. The ratio between the cost of the industrial equipment and the cost expended in packaging and repairing the damages incurred in the logistics of the equipment is very little. As a result, in current practice packaging design is not given substantial attention it deserves. Because of this several manufacturing industries incur expensive losses and degradation of their brand value primarily due of inferior packaging practices. Therefore this thesis focuses on importance of packaging in the industries and its relationship with logistics system. Problem This thesis have answered following research questions 1. How does the interaction happen between the packaging system and other systems in a manufacturing industry? 2. What are the steps that can be taken to establish an effective relationship between packaging and logistics? 3. What are the relevant key performance indicators (KPI) which affects the company’s logistics costs in context with packaging? Methodology Facts and data for this paper were gathered from literature reviews of various articles found in international journals and case studies. In addition semi-structured interviews were conducted with representatives at manufacturing industries. Basically systematic approach and qualitative research are the main two methodology followed. The course of this thesis project was executed during the period of five months at M/s. Delaval International AB, an attempt was made to investigate the effectiveness of different types of packaging solutions that can be adopted to improve the current packaging process. Discussions Below four sections where mainly discussed in this thesis 1. Optimizing logistics by better packaging 2. Increase of packaging logistics knowledge and importance in the entire organization 3. Influence of packaging 4. Information flow and exchange between packaging and logistics systems The basic values of the packaging logistics and the interactions between packaging and logistics where also discussed.

In the aviation industry, purchasing departments spend approximately 80% of revenues on procurement. Additionally, 62% of companies experience unforeseen expenses or hidden costs in the procurement process. Grounded in a conceptual framework of activity-based costing, the purpose of this case study was to explore strategies used by 5 upper-level supply chain management leaders at a maintenance repair and overhaul company in the aviation industry in the Southeastern United States to accurately forecast procurement costs. Data collection included 5 semistructured interviews, company documents, and annual reports. Through thematic analysis, the major themes that emerged from the data analysis were accuracy, competitive advantage, improved corporate performance, and improved total cost analysis. The findings may contribute to social change in the Southeastern region of the United States. The aviation industry is experiencing competition from low-cost countries and the economy of the region and hundreds of families and educational institutions depend on the success of the companies in the region for sustainability.

No description available.

There is rapid development in the transportation field. Soon, along with the rapid population growth, there will be a change in the mobility pattern. To prepare the different travel demand, there are several new advanced technologies that are on the development process such as the electrification of the vehicle, the micro-mobility service, and the automation of the vehicle. The latter subject is the main focus of this research. The main objective of this research is to observe and analyze the development of a new model to provide a tool for the analysis of the public transport system and the analysis of different scenarios related to the degree of development of automated vehicles and the characteristics of the area of service and demand. The network design in this research is a hybrid concept developed by Carlos Daganzo in 2010 that combines the grid network on the central area and radial network on the peripheral area. In the central area, there is two intersecting public transit (bus and metro). In contrast, on the peripheral area, a feeder bus will provide the service for the passengers and also there will be two feeder alternatives, namely fixed route and door to door. The objective function of the optimization is to minimize the total cost regarding the available decision variables. The total cost is consist of agency cost (infrastructure length, total vehicle distance travelled, total vehicle hours travelled) and user cost (waiting time, access time, in-vehicle time) and the minimization process need to follow the constraint of headway, spacing, and vehicles capacity. Based on the base optimization, the most optimum value for alpha, bus spacing, metro spacing, and inner area length regarding to the total cost is 0.23, 0.2 km, 4 km, and 0.3 km respectively. while the Fixed Route Feeder Service with Full Automation is the most beneficial type of service. It generates the lowest total cost per passenger regarding to any decision variables except feeder spacing due to the different formulation between fixed route and door to door service. On contrary, Door to Door Feeder Service with No Automation has the highest total cost per passenger. The total cost in figure, based on the optimum value for each decision variables. Therefore there is no optimum value for headway considering the trend of the total cost is linear