Repositório RCAAP

With a growth scenario found in few places in the world, the Brazilian automotive market has become attractive, jumping from investments of about 1 billion dollar in 2005 to more than 5 billion dollars in 2012. This article has the objective to give a vision of the supply chain risk management in the Brazilian automotive industry through a case study, when samples of a strong (an automaker) and a weak (a second tier supplier) links were compared based on existing theory in order to understand their limits, variables and potential new findings. Secondary data generated by Sindipeças, ANFAVEA and national institutes were used in the context of the case study, as well as semi-structured interviews with executives and experts in risk management and supply chain areas of an automaker and a second tier supplier installed in BrazilDOI:10.12660/joscmv8n1p72-87URL: http://dx.doi.org/10.12660/joscmv8n1p72-87

Manufacturing companies need to respond to a sustainable development in view of the limitations of planet Earth. This paper explores driving forces for environmentally driven change by gathering interview data from 27 manufacturing plants in Europe and America. A proposed model connects external change triggers with required change actions within organizations.DOI:10.12660/joscmv8n1p88-97URL: http://dx.doi.org/10.12660/joscmv8n1p88-97

The role of private stakeholders in disaster operations goes far beyond the delivery of profits to its shareholders. Disasters and humanitarian operations literature acknowledges the importance of private sector in disaster lifecycle; however, it lacks an analysis of the risks and benefits of each different form of their engagement in such operations (contractual relationships, one-off relationships and CSR - Corporate Social Responsibility partnerships). To address this research gap, a literature review was conducted on papers covering the perspective of private stakeholders when engaging in disaster and humanitarian operations with stakeholders from public and social groups. The results revealed that some challenges are specific from one approach and others are common for all of them. Moreover, despite the increasing of reputation capital and organizational learning being used to motivate CSR approach, they are mentioned as benefits in approaches with lower engagement - contractual and one-off relationship approaches. Thus, the benefits and risks of each approach need to be carefully addressed by scholars and field professionals in order to seek better results from the engagement of private organizations.

The volume, accuracy, accessibility and level of detail of near real-time data emerging from disaster-affected regions continue to significantly improve. Integration of dynamically evolving in-field data is an important, yet often overlooked, component of the humanitarian logistics models. In this paper, we present a framework for real-time humanitarian logistics data focused on use in mathematical modeling along with modeling implications of this framework. We also discuss how one might measure the attributes of the framework and describe the application of the presented framework to a case study of near real-time data collection in the days following the landfall of Typhoon Haiyan. We detail our first-hand experience of capturing data as the post-disaster response unfolds starting on November 10, 2013 until March 31, 2014 and assess the characteristics and evolution of data pertaining to humanitarian logistics modeling using the proposed framework. The presented logistical content analysis examines the availability of data and informs modelers about the current state of near real-time data. This analysis illustrates what data is available, how early it is available, and how data changes after the disaster. The study describes how our humanitarian logistics team approached the emergence of dynamic online data after the disaster and the challenges faced during the collection process, as well as recommendations to address these challenges in the future (when possible) from an academic humanitarian logistics perspective.

The purpose of this paper is to empirically verify characteristics of current warehouse locations of humanitarian organizations (based on public information) and to relate those to the model developed by Richardson, de Leeuw and Dullaert (2016). This paper is based on desk research. Public data such as (annual) reports and databases are used to determine the features of the location in empirical terms. We find that a significant proportion of our sample co-locates their products at UNHRD premises. This suggests that organizations prefer to cluster their warehouse activities, particularly when there is no fee involved for using the warehouse (as is the case in the UNHRD network). The geographic map of the current warehouses, together with the quantified location factors, provides an overview of the current warehouse locations. We found that the characteristics of the current warehouse locations are aligned with literature on location selection factors. Current location can be characterized by infrastructure characteristics (in particular closeness to airport and safety concerns) and by the low occurrence of disasters. Other factors that were considered by us but were not supported by empirical evidence were labor quality and availability as well as the political environment. In our study we were only able to use a limited sample of warehouses. We also focused our research on countries where two or more organizations have their warehouses located. We did not account for warehouse sizes or the kinds of products stored in our analysis.

This article reports results of a qualitative study that examined the leadership process during an organizational crisis in the Brazilian electrical sector. The studied organization is a company involved with the generation and distribution of electric energy, which faced a crisis because of the rupture of electricity-distribution cables that affected the energy supply chain for a whole city, during approximately 52 hours. In this context, the authors analyzed the crisis’ stages and the organizational crisis management phases, in order to identify the leadership tasks adopted by organizational leaders during the crisis response. The major challenges brought with the crisis were identified and it was analyzed the leadership tasks used to address challenges: sensemaking, decision making, meaning making, terminating and learning.

Recent disasters around the globe illustrate the unpredictability of their timing and the severity of their impact, making aid operations highly uncertain and complex. The aftermath of sudden-impact disasters, such as civil conflicts, wars, and natural disasters, are typically characterized by chaos and the urgent need for medical care for a massive number of casualties; however, damage to local healthcare infrastructures usually render them unable to deliver needed services. Foreign field hospitals, innovative self-sufficient emergency healthcare logistics systems deployed outside the hospitals’ country, constitute a temporary solution until the local facilities are repaired or rebuilt. These types of healthcare logistics system have been deployed with great success. However, not much is known about factors that may account for their success in the supply chain literature. In this study, we investigate military foreign field hospitals and explore general factors that may account for their effectiveness. Specifically, we look into military healthcare logistics systems, specifically foreign field hospitals (FFHs), to explore factors that may account for their responsiveness. We examine ten successful deployments of an experienced and effective military FFH through an exploratory case analysis to shed light into factors that may account for its success. Various propositions and avenues for future research are developed.

The purpose of this study was to establish the relationship between supply chain strategies and performance of large-scale manufacturing firms in Kenya by addressing three primary gaps in the literature. The research gaps include the research findings and results on the relationship between supply chain strategies and firm performance that have been contradicting and no attempt to clear the contradictions; biased and unbalanced analysis of the different measures of firm performance, and failure to use weighted scores to measure firm performance. Resource-Based View guided this study. A sample of one hundred and thirty-eight (138) firms was drawn using proportionate sampling from a population of six hundred and twenty-seven (627) large-scale manufacturing firms in Kenya. The response rate was seventy-five (75) percent. The correlation analysis and regression analysis models were used to test the hypotheses. The study findings indicate that Supply chain strategies are useful predictors of the firm’s performance as supply chain strategies explain 76.7 % of the changes in the firm’s performance.DOI:10.12660/joscmv8n2p1-22 URL: http://dx.doi.org/10.12660/joscmv8n2p1-22

This research studies third party logistics (3PL) providers in the United States to investigate how the industry has strategically developed its service offerings in response to the customers’ growing needs in managing global supply chains. Logistics management has significant impacts on various aspects of supply chains such as response time, total supply chain cost, sourcing risk, customer service, security, etc. The results show that 3PL services vary based on industry served, region served, and asset ownership structure. Over the years logistics services providers have served more industry sectors, became asset light, and provided broader services. Two of the five service categories, technology services and special services, have been evolved and expanded rapidly. The development has strengthened the capabilities of the logistics service providers and sustained the growth of the industry.DOI:10.12660/joscmv8n2p23-35URL: http://dx.doi.org/10.12660/joscmv8n2p23-35

A point that has generated discussion in the literature is the level of integration required for the coordination of activities between areas. However, there is a lack of theoretical definitions and field studies that explain this phenomenon in depth. Thus, this study aims to characterize the level of cross-integration, the factors that generate it and the impacts on organizational performance. For this, interviews with managers of Operations, R&D and Marketing/Commercial areas, from two multinational companies based in Minas Gerais were performed. The results indicate that the level of integration can be analyzed as a combination of three factors: 1) absence of overlapping of perceptions about integration factors over the processes, balance between formality and informality, and absence of manifest conflicts of interest. This is a setting that provides a deeper definition than those obtained in the studied literature, which basically present integration mechanisms, without detailing how these should be applied in order to generate higher levels of integration. DOI:10.12660/joscmv8n2p36-51URL: http://dx.doi.org/10.12660/joscmv8n2p36-51

Supply chain engineering requires a design that possesses the flexibility of a complex adaptive system, consisting of interlinking architecture, with external dimensions and system germane internal elements. The aim of this paper is to critically analyse the key supply chain concepts and approaches, to assess the fit between the research literature and the practical issues of supply chain architecture, design and engineering. The objective is to develop a methodology for strategy engineering, which could be used by practitioners when integrating supply chain architecture and design. Taxonomic scheme is applied to consider criteria for strategy architecture, hierarchical strategy integration design, strategy engineering, and integration of supply chain as a conceptual system. The results from this paper derived with the findings that the relationship between supply chain architecture, design and engineering is weak, and challenges remain in the process of adapting and aligning operations. This paper derived with a novel approach for addressing these obstacles, through a conceptual framework diagram and a new methodology, based on the taxonomic scheme. The novelty that derives from this paper is an engineering design methodology for integrating supply chain architecture and design, with criteria that enable decomposing and building a green-field (new and non-existent) supply chain as a system. The taxonomic scheme revealed a number of tools and mechanism, which enabled the development of a new methodology for engineering integrated architecture and design. The review derived with improvements to current and existing theories for analysing interdependencies within and between their individual contexts. This issue is addressed with a hierarchical method for network design, applied for building and combining the integration criteria. The resulting methodology is field tested through a case study with the slate mining industry in North Wales. DOI:10.12660/joscmv8n2p52-66URL: http://dx.doi.org/10.12660/joscmv8n2p52-66

In this paper, a new mathematical model is developed to optimize replenishment policies and inventory costs of a two-echelon supply chain system of kerosene product under demand uncertainty. The system consists of a fuel depot at the upper echelon and four petrol stations at the lower echelon. The petrol stations face stochastic stationary demand where inventory replenishment periods are uniformly fixed over the echelons. Adopting a Markov decision process approach, the states of a Markov chain represent possible states of demand for the inventory item. The replenishment cost, holding cost and shortage costs are combined with demand and inventory positions in order to generate the inventory cost matrix over the echelons. The matrix represents the long run measure of performance for the decision problem. The objective is to determine in each echelon of the planning horizon an optimal replenishment policy so that the long run inventory costs are minimized for a given state of demand. Using weekly equal intervals, the decisions of when to replenish additional units are made using dynamic programming over a finite period planning horizon. A numerical example demonstrates the existence of an optimal state-dependent replenishment policy and inventory costs over the echelons. DOI:10.12660/joscmv8n2p67-76URL: http://dx.doi.org/10.12660/joscmv8n2p67-76

Achieving resiliency along the supply chain requires internal and external effort from all members of the chain. The purpose of this paper to identify key organisational factors to building resiliency in supply chain, and to understand how these factors can influence the development or enhancement of the supply chain resilience. To do so, a multiple case study was performed in different supply chains to validate organisational factors identified on the literature. As a result, ten organisational factors (five internal and four external) were highlighted and propositions were developed after the cross-case discussion to affirm the influence of them in building or enhancing supply chain resilience. DOI:10.12660/joscmv8n2p77-95URL: http://dx.doi.org/10.12660/joscmv8n2p77-95

Collaborative Transportation Management (CTM) aims to reduce inefficiency, improve services, and provide mutual outcome to all parties. CTM has raised significant interest of both researchers and practitioners. Sharing information is the most basic form of coordination in supply chains to integrate CTM models at strategic, tactical, and operational levels. However, little has been known about the state of the art of CTM models. This paper presents a comprehensive review on the current state of CTM models. The overview of the CTM models is organized by classifying the previous literatures on different collaborative structures and different levels of planning. This paper also presents the relevant solution techniques used for each planning level. A review on the current state of CTM models concludes by highlighting the unaddressed areas or the gaps existing in the current literatures and by suggesting directions for future research in CTM. DOI:10.12660/joscmv8n2p96-119URL: http://dx.doi.org/10.12660/joscmv8n2p96-119

Supply chain sustainability has emerged as an indispensable research agenda for the government, industry as well as non-profit orientation bodies. As a developing country, cold supply chain management in India is still in infancy. The demand pattern of food products has been dramatically changing since last few years. Nowadays, the customers are more conscious to use products for better health and highly expecting for food safety, toxic free and eco-friendly delivery of food products.  However, sustainable cold supply chain has not yet received good heed throughout the world. Hence, in this paper an attempt has been made to address these important issues. A conceptual model was proposed in the consultation of practitioners and literature support to address the important issues in cold supply chain management for food companies.  Therefore, in order to identify the key success factors for sustainable cold chain management, in this study a conceptual model developed. The proposed framework is then validated by an empirical research in the Indian food industry. This research has several alarming findings. Explicitly, in India i) environmental issues and social responsibility are not as important as other ‎economical supplier selection criteria, ii) among 19 food supplier selection criteria, the rank of social responsibility is 18‎, iii) low carbon emission is less important value addition trait as compare to ‎other sustainable cold chain value addition (which means in India the buyers focus more on their individual and prompt received ‎benefits rather than long ‎lasting advantages), iv) the use of life cycle analysis, renewable energy sources and passive cold chain are the least important ‎implemented sustainable cold chain practices (although this might be because of utilization complexities), v) the joint development of product is implemented at the lowest extent judging against other dynamic capacity ‎factors, vii) government usually backed the firms to adopt and implementing sustainability in their operations, but ‎training courses that will guide how to achieve sustainability are less as their requirement, and viii) business sustainability builds the trust among the government, suppliers, firm and all ‎stakeholders that build strong cold chain relationships.‎ 

Although frequently used interchangeably, the concepts of supply chain and production chain are considered in this study as two distinct and complementary theoretical frameworks for the conception of a data-mapping model titled SCMap – Supply Chain Map. The model’s objective is to identify and assess real chains of companies and products. An application in the agribusiness sector, starting with a specific sugarcane processing plant and the biofuel ethanol is performed. The SCMap establishes a structured and integrated manner of linking products and companies, considering three different categories of relationships: (1) between companies – supply chain approach; (2) between products – production chain approach, and; (3) between companies and products – regarding commercial practices in the corporate environment. Grounded on Graph Theory and Social Network Analysis – SNA, the software UCINET and NetDraw application are used to draw the maps and quantitatively assess the centrality of each company and product relative to the whole chain.

This research seeks to understand how the capability of flexibility manifests itself for the formation of resilience in service supply chains. The survey was conducted through a single case study of a hospital chain that was impacted by the H1N1 pandemic in 2009. This analyzed chain was formed by the hospital, doctors, nurses, the Ministry of Health, State Secretary of Health of São Paulo and the pharmaceutical industry. As a result, the following categories of flexibility manifestation were identified: redesign, alteration/creation, prioritization, redundancy/availability/robustness and elimination.

This paper proposes an integrated production and distribution planning optimization model for multiple manufacturing locations, producing multiple products with deterministic demand at multiple locations. There are multiple modes of transport from plants to demand locations and warehouses. This study presents a model which allows decision makers to optimize plant production, transport and warehouse location simultaneously to fulfill the demands at customer locations within a multi-plant, multi-product, and multi-route supply chain system when the locations of the plants are already fixed. The proposed model is solved for sample problems and tested using real data from a cement manufacturing company in India. An analysis of the results suggests that this model can be used for various strategic and tactical production and planning decisions.

This research focuses on social interaction associated with price transmission in a multi-tier rice supply chain. A case study and qualitative methods are employed to examine a well-established supply network in Karawang District in Indonesia. Farmers and traders used their existing network in selling rice crops to traders and adopted a payment scheme for cash-and-carry transactions. Information on the market situation was obtained through personal interviews and observations including text messaging with farmer and trader informants. Evidence reveals that social relationships are vital in transmitting price information among networked actors to maintain the flow of rice, mitigate risk, and avoid losses due to poor quality of the rice product. Findings show that social interaction enables actors in an end-to-end rice supply chain to deal with the assurance of supply rationing.

This study investigates the features of the services that shippers of bulk agricultural products need from intermodal terminals. Agribusiness usually is positively affected by logistics performance, since it normally involves extensive supply chains made up of a large number of agents. The answer to this question may help us understand why Brazilian shippers mainly use road transportation to move low value-added products over long distances and may also help us improve intermodal terminal facilities. Applying the Stated Preference technique, shippers ranked constructs in the following order: reliability, time period, customer relations, cost, and flexibility. The results indicate that constructs associated with quality of service are more highly valued. This implies that there are new points of reference for the transport market which favor the use of long-term contracts and closer relationships.