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Vision of need / Context.
The logistic function represents nearly 12% of GDP, as many as the industry and yet, while industry standards on environmental issues are increasingly present, the logistic is likely to remain a poor relation. Similarly, the current research raises some questions about the integration of social and environmental considerations into current models of logistic decision. However, if this dimension is paramount, taking into account carelessly or background analysis bad mainly causes economic degradation of the system as we know it. From a strictly economic point of view, do not forget to add or constraints to national and international regulations, causing an differences in activities taxation compared to the carbon footprint of a region of the world to another, or the uncertainty of important changes in the cost of energy. There are not currently tools or of formal setting. The actors the field are reduced to improvise on the short term. In fact, this leads to an risk-taking and to a lack of confidence in the future for any decisions involving the medium term and the inability to build a credible long-term strategy.
The logistic function represents nearly 12% of GDP, as many as the industry and yet, while industry standards on environmental issues are increasingly present, the logistic is likely to remain a poor relation. Similarly, the current research raises some questions about the integration of social and environmental considerations into current models of logistic decision. However, if this dimension is paramount, taking into account carelessly or background analysis bad mainly causes economic degradation of the system as we know it. From a strictly economic point of view, do not forget to add or constraints to national and international regulations, causing an differences in activities taxation compared to the carbon footprint of a region of the world to another, or the uncertainty of important changes in the cost of energy. There are not currently tools or of formal setting. The actors the field are reduced to improvise on the short term. In fact, this leads to an risk-taking and to a lack of confidence in the future for any decisions involving the medium term and the inability to build a credible long-term strategy.
Our proposals.
In order to respond to these problems, it is essential to establish a formal model that makes it possible to integrate normal industrial constraints and familiar with these new aspects of the logistics environment. This opens a passage towards the notion of sustainable supply chain where the concepts of economic performance will be integrated, respect for societal and environmental aspects. From this formal model stems a strategy based on effective tools for the rational integration of these developments, by making it possible to design the supply chain from a sustainable point of view from the outset or by offering steering/management tools that are based on this same integrated model. By focusing our scope on goods transfer methods and intermediate storage infrastructures, we focus on, Firstly, the principle of intermodality so that a company wishing to choose ecological modes of transport can anticipate the costs of the future for the envisaged network. Secondly, reverse logistics, which aims to optimise the flow of by-products and containers by taking into account the related direct and indirect economic issues. And finally, the end of life of the equipment or the life cycle of the installations, the formalization of the return to the standard state and its marginal cost as well as the additional costs of reassigning premises at the end of direct operation are also taken into account.
In order to respond to these problems, it is essential to establish a formal model that makes it possible to integrate normal industrial constraints and familiar with these new aspects of the logistics environment. This opens a passage towards the notion of sustainable supply chain where the concepts of economic performance will be integrated, respect for societal and environmental aspects. From this formal model stems a strategy based on effective tools for the rational integration of these developments, by making it possible to design the supply chain from a sustainable point of view from the outset or by offering steering/management tools that are based on this same integrated model. By focusing our scope on goods transfer methods and intermediate storage infrastructures, we focus on, Firstly, the principle of intermodality so that a company wishing to choose ecological modes of transport can anticipate the costs of the future for the envisaged network. Secondly, reverse logistics, which aims to optimise the flow of by-products and containers by taking into account the related direct and indirect economic issues. And finally, the end of life of the equipment or the life cycle of the installations, the formalization of the return to the standard state and its marginal cost as well as the additional costs of reassigning premises at the end of direct operation are also taken into account.
Roadmap.
To achieve the global and generic model of sustainable supply chain management, we will, First, develop a set of sub-models to take into account the constraints applying to the different sub-sets that make up the sub-set. Thus, we have determined as the main steps:
To achieve the global and generic model of sustainable supply chain management, we will, First, develop a set of sub-models to take into account the constraints applying to the different sub-sets that make up the sub-set. Thus, we have determined as the main steps:
- Obtain a configurable and adaptable model to define the most efficient set of transports in terms of sustainability between the entities of the network.
- Establish a methodology for positioning network entities taking into account the criteria of flow, network typology and sustainability.
- Optimize residues and the sustainable impact of their disposal, as well as the logistics loop of by-products.
- Design/rehabilitate scalable industrial buildings by reducing the cost of initial transformation/refurbishment.
How to get there?
The pooling of contributions from industrialists and researchers makes it possible, by relying on such pragmatic expertise based on mathematical theories, to obtain a real generic decision support tool. The degree of formalism thus acquired will make it easy to computerize these concepts. However, it seemed clear to us that, in view of the magnitude of the problem posed, a single entity, whether industrial or research, will never have the capacity to assume the burden and cost of such a project. This explains the need to pool resources, both financial and human, within our association.
The pooling of contributions from industrialists and researchers makes it possible, by relying on such pragmatic expertise based on mathematical theories, to obtain a real generic decision support tool. The degree of formalism thus acquired will make it easy to computerize these concepts. However, it seemed clear to us that, in view of the magnitude of the problem posed, a single entity, whether industrial or research, will never have the capacity to assume the burden and cost of such a project. This explains the need to pool resources, both financial and human, within our association.
Who are we?
We are a no-profit organization whose founding members are from industry and research. It combines advanced studies, on mathematical models or behavioral, performed for many years and whose conceptual advance in the integration of these concepts provides a real opportunity to build the global model of sustainable logistics.
We are a no-profit organization whose founding members are from industry and research. It combines advanced studies, on mathematical models or behavioral, performed for many years and whose conceptual advance in the integration of these concepts provides a real opportunity to build the global model of sustainable logistics.
Take part in your future,
come prepare the logistics of the future with us.
come prepare the logistics of the future with us.