Det ständigt växande e-handelssegmentet ställer helt nya krav på transporter inom sista milenleveranser. Sista milen är ofta förknippad med negativa externaliteter som buller, trängsel ochutsläpp och dessutom låg kostnadseffektivitet. Sista milen är därför en del i logistikkedjan somhar stor förbättringspotential. Det har därför på senare tid uppkommit en del innovationer inomsista milen som ska kunna öka effektiviteten och minska de negativa externaliteterna.I denna studie har vi, med hjälp av virtuella fokusgruppsintervjuer, undersökt åtta individersinställning till tre olika innovativa leveransmetoder; crowdsourcing, paketskåp och smarta lås.Vi har även undersökt vad det är som påverkar denna inställning och antagandet av dem, samt vilka förväntningar som individerna har på nya leveranssätt. Till vår hjälp har vi bland annat haft teori kring hur individer antar nya innovationer, vad en tjänsteinnovation är samt tidigare forskning om våra undersökta leveranssätt. Fortsättningsvis har vi även haft teori kring upplevd risk och vad som skapar värde för kunder. Med hjälp av dessa teorier kunde vi i analysen besvara våra frågeställningar. Det visade sig att deltagarna generellt sett har en negativ inställning till crowdsourcing och smarta lås som leveranssätt. Beträffande paketskåp fanns en generellt sett positiv inställning. Det var också det leveranssätt som många deltagare provat tidigare. De är generellt sett nöjda med de leveranssätt som redan existerar och därför är intresset för innovativa leveranssätt inte så stort. Vid diskussioner gällande samtligaleveranssätt fördes resonemang kopplat till värde och risk. Beträffande både inställningen tillinnovationerna och förväntningarna på dem uppfattar vi det som att relativa fördelar,komplexitet och kompatibilitet spelar stor roll vid antagande av innovationer. Även recensioneroch “word of mouth” har visat sig spela in. / A continuously growing B2C e-commerce sector creates new challenges and a differentdemand in the transport sector, especially in the final step of a logistic supply chain - the lastmile delivery. Furthermore, the last mile is also known as the least cost effective part of alogistic chain as well as the part that is associated with negative externalities like congestion,air pollution and noise pollution, especially in urban areas. Considering this, the last mile is apart with high potential of improvement. This is also why last mile delivery innovations arestarting to show up on the market.With the help of virtual focus group methodology, we have in this study aimed to investigateeight people’s attitude towards three last mile delivery innovations; crowdsourcing, parcellockers and smart locks. We have studied things that can have an affect on this attitude and the adoption of innovations, but also what expectations the customers have on last mileinnovations in general. To be able to analyze our data, we have used a variety of theories,including Diffusion of innovations theory, and theories regarding customer value, risk andservice innovation. Regarding our three service innovations, we have also included previousresearch concerning those.Our research showed a negative attitude towards crowdsourcing and smart locks, and a positive attitude towards parcel lockers, which also was the innovation that a lot of our participants had tried. In general, all participants were satisfied with existing delivery methods, why the motivating factors for using the innovations are few. Discussions regarding customer value and risk were influential in our results. We also found mutual factors in what affects attitude and expectations, factors like complexity, compatibility and relative advantages. Furthermore, reviews and word of mouth also seem to have an affect on their attitude towards the innovations.

The e-commerce market has developed massively since the 1990ies. In addition to a general change of shopping behavior, the COVID-pandemic increased the importance of online shopping. This study is about the transportation of e-commerce parcels on the last mile in urban areas, so called last-mile delivery. Special focus is put on innovative last mile solutions that reduce the externalities related to last-mile delivery. There are several factors that complicate the delivery on the last mile such as congestion, driving restrictions and meeting time-windows for customers. This study investigates to what extent the route planning for a fleet of vehicles can account for these various requirements and restrictions. The route planning was conducted in the GIS software ArcGIS Pro using the vehicle routing problem. The routes could be successfully planned and consider most of the relevant factors for last-mile delivery operations. The results indicate that traffic and congestion in cities can be accounted for which results in an average driving speed of 20km/h. The planned routes also indicate that not even 20% of the vehicle’s cargo capacity was used and that 60-65% of the total time is spent driving between orders. The study and its results are relevant to businesses and researchers in the field of last-mile delivery as the analysis of a real-world scenario highlights the possibilities and limitations of route planning on the last mile.

The growing population of cities and the rise of e-commerce are increasing the transportation of both goods and people. This can generate problems such as traffic jams, increased pollution, and lower living standards for citizens. To reduce the negative impacts, a change in last mile mobility could be made, replacing traditional combustion vehicles with electric ones or, ideally, with bikes and cargo bikes.  This thesis examines the case of the Swedish cities of Gävle and Uppsala, trying to explain how the last mile affects the lives of their inhabitants, if and why electric vehicles and cargo bikes are implemented (or not), and how authorities can promote their use. For this purpose, after a literature review, some questions were developed, and seven city managers were interviewed: five from Gävle and two from Uppsala.  The study shows that city managers are aware of the impacts that the last mile, and mobility in general, has on its inhabitants, and of the need for a shift towards a more sustainable mobility. Despite this awareness, policy makers are not doing everything possible to accelerate the transition. According to city managers, both the public and private sector advocate more for a change of energy source (from combustion to electric vehicles) rather than a model change using bikes. In addition, the study shows the opportunities that the new model based on non-traditional vehicles can offer and the barriers that prevent its implementation. Finally, different measures that could make cities more sustainable are proposed.

Environmental issues are a vital concern in today’s world. The Swedish government and local businesses are developing a sustainable business and eco-friendly environment for city inhabitants. Last-mile pickup and delivery services are a key concern, which significantly impacts the environment and society. The Norwegian/Swedish parcel delivery company Bring, the reusable waste management company Ragn-Sells, the city of Stockholm, the research institute Sustainable Innovation, and the KTH Royal Institute of Technology are jointly working together in the Intercitylog2 project with a vision to handle better last-mile pickups or deliveries that are jointly serviced by small electric vehicles from an urban micro terminal. This thesis addresses the optimizations of simultaneous pickup and delivery operations using homogeneous vehicles and considering vehicle capacity, time windows and environmental constraints. A mathematical model is developed to address the problem using an exact commercial solver. The quality of the solutions has been evaluated with real pickup and deliveries of the participating company. The primary objective function is formulated to minimize the travel cost by finding the shortest path, and the results are compared with current routing operation data. KPIs are developed and evaluated based on the facts and figures from the obtained results of the experiments. The two scenarios, big vehicles and small vehicles are also developed and evaluated to find the best route optimization opportunity for the companies. The results show that the optimized operation could decrease delivery distance by 36.72% and 37.13% and delivery time by 43.65% and 47.08% for big and small vehicles operations, respectively, compared to the current routing operations. A round trip can complete within a defined time frame to avoid the battery running out during a route. Energy constraints demonstrate that using electric vehicles considerably reduce significant amounts of CO2 emission from the environment. / Miljöfrågor är en viktig fråga i dagens värld. Den svenska regeringen och lokala företag arbetar tillsammans för att utveckla ett hållbart företagande och miljövänlig miljö för stadens invånare. Last-mile hämtning och leveranstjänster är en viktig fråga, som avsevärt påverkar miljön och samhället.Det norsk/svenska paketleveransföretaget Bring, återanvändbara avfallshanteringsföretaget Ragn- Sells, Stockholms stad, forskningsinstitutet Sustainable Innovation och Kungliga Tekniska Högskolan arbetar tillsammans i Intercitylog2-projektet för en vision för att bättre hantera last-mile pickuper eller leveranser som gemensamt betjänas av små elfordon från en urban mikroterminal. Detta examensarbete behandlar optimering av samtidiga hämtnings- och leveransoperationer med homogena fordon och med hänsyn till fordonskapacitet, tidsfönster och miljömässiga begränsningar. En matematisk modell utvecklas för att ta itu med problemet med en exakt kommersiell lösare och kvaliteten på lösningarna har utvärderats med verklig upphämtning och leveranser från det deltagande företaget. Den primära målfunktionen är formulerad för att minimera reskostnaden genom att hitta den kortaste vägen, och resultaten jämförs med aktuella ruttoperationsdata. KPI:er utvecklas och utvärderas utifrån fakta och siffror från de erhållna resultaten av experimenten. De två scenarierna, stora fordon och små fordon, är också utvecklade och utvärderade för att hitta den bästa ruttoptimeringsmöjligheten för företagen. Resultaten visar att den optimerade driften kan minska leveransavståndet med 36,72% och 37,13% och leveranstiden med 43,65% och 47,08% för stora och små fordonsoperationer, jämfört med nuvarande ruttoperationer. En tur och retur kan genomföras inom en definierad tidsram för att undvika att batteriet tar slut under en rutt. Energibegränsningar visar att användning av elfordon avsevärt minskar betydande mängder CO2-utsläpp från miljön.

In recent years there has been a shift in the way consumer products are being purchased shifting from physical in-store shopping to online shopping. A vast amount of goods, express deliveries and simple returns have led to the need for new tools and methods for the delivery industry. At the same time, the environmental crisis is ongoing, and preventive regulations are being implemented in countries worldwide, directly affecting the urban transport sector. One step that has been taken by the urban transportation sector is the implementation of different types of electric vehicles for last mile deliveries of goods. The Swedish motorcycle manufacturer Cake launched their first motorcycle in 2017 and have since then launched other models. More recently Cake has brought products to the market that aim toward business to business. As a part of this effort, Cake was interested in the development of a concept within the last mile delivery sector. The purpose of the project was to investigate last mile deliveries in urban environments to learn what requirements there were on light electric freight vehicles being used. The goal was to define and develop a light electric freight vehicle concept for Cake. Following the double diamond methodology, research was conducted on state of theart, stakeholder needs and EU regulations leading to user insights and a requirements specification. Based on the insights and requirements, concepts were developed through an iterative process, leading to a final concept. The final concept was a 800mm wide trike operated by pedal assist, with the capability to transport cargo that has the area of an EUR pallet behind the driver while still being allowed in bicycle lanes. The concept was validated by building a full scale prototype and conducting tests on it against the insights and requirements specification. / De senaste åren har beteenden kring köp av konsumentprodukter fundamentalt förändrats, där handeln stadigt går från butikshandel till onlinehandel. Till följd av de stora godsmängder som cirkulerar, i kombination med att tjänster så som expressleveranser och snabba returer blir allt vanligare, så har leverans branschens behov av nya verktyg och metoder ökat. Samtidigt har den pågående miljökrisen lett till att många länder i världen implementerar en allt hårdare miljöpolitik som direkt påverkar den urbana transportsektorn. Ett steg som tagits av den urbanatransportsektorn är att implementera av olika typer av elektriska fordon ämnade för leveranser i urbana miljöer, så kallat “last mile deliveries”. Svenska motorcykeltillverkaren Cake lanserade deras första motorcykel 2017. Sedan dess har de släppt ett flertal modeller samt lanserat produkter ämnade för företagsverksamheter, även kallat“business to business”. Som en del av utvecklingen mot “business to business” var Cake intresserade av att utveckla ett koncept riktat mot “last mile deliveries”. Syftet med projektet var att undersöka “last mile deliveries” i stadsmiljöer för att förstå vilka krav som finns på lätta elektriska fraktfordon inom branschen. Målet med projektet var att definiera och utveckla ett koncept av en lätt elektrisk fraktfordon till Cake. Designprocessen strukturerades enligt “double diamond” metodologin, där forskningen bestod avanalyser av befintliga produkter på marknaden, intervjuer av personer på olika fraktbolag, samt litteraturstudier av forskningsrapporter samt EU-regler. Insikterna ledde till användar-insikter samt en kravspecifikation. Baserat på insikterna och kravspecifikationen utvecklades ett koncept genom en iterativ process. Slutkonceptet var en 800mm bred trehjulig eldriven cykel med en lastkapacitet på minst 1 kubikmeter. Konceptet validerades med tester på en fullskalig prototyp, där funktioner och geometri utvärderades mot kravspecifikationen.

在電信獨占市場的時代，語音及訊務都架設在TDM (時間分割多工)的系統上，其客戶服務比新世代網路系統較為簡易。1997年，政府開放行動電話營運執照申請，在2008年第一季末，手機門號(包含2G+PHS+3G)幾乎與人口(2300萬戶)ㄧ樣多。2000年，政府開放固網執照申請，因為固網路鋪設到last-mile的速度緩慢及成本較高，「新進業者」(CLEC)比「既有經營者」(ILEC)較不具備競爭力，加上無killer application (殺手級應用)及差異性的客服，因此至今CLEC沒有爭取到太多的顧客，一直到Skype進入台灣，大家才看到電信語音市場另一塊新版圖。 近年來VoIP (Voice Over IP)技術進步，將通訊協定信號(SIP)與媒體語音訊務(RTP/RTCP)分開處理。因此，全世界各通信製造業者及服務商(SP)開始運用此技術在行動電話多媒體服務及IP多媒體子系統(IMS)的架構上。不僅如此，有很多網路用戶與互聯網企業也因為開始分享資訊，造成一些新興內容產業--(UGC用戶產生內容、SNS社會網絡服務) 的誕生。所以預料在新世代電信網路(NGN)新科技的環境之下，將會有不少新興產業如海星組織一般的誕生、滋長及蔓延，這對電信業者、服務供應商及用戶將會帶來更多維護及服務的衝擊。 因此本研究將參考現有電信客戶服務跟未來20年通信技術，建議如何使用混合式(集權/分權)的客戶服務來協助電信級固網業者及服務開發者去創造企業價值、突破現有困境、達到永續經營的目的，以因應未來電信自由化及新電信技術。 / In the monopoly era, the telecom network was implemented on TDM (Time Division Multiplexer) system, whose customer service of voice call is comparatively simpler and easier than NGN (Next Generation Network) system. In 1997, government opened the application of mobile network operation license. By end of 1Q of 2008, the subscriber count (includes 2G, PHS and 3G) of mobile network was almost as many as population (23 millions). In the year of 2000, government opened the application of fixed network operation license. Because of the slower speed and higher cost of last-mile network implementation, up to now, new Competitive Local Exchange Carriers (CLEC) were less competitive than Incumbent Local Exchange Carrier (ILEC). Plus, not having the killer-application and the differentiated customer services, CLECs did not have too many subscribers in these years. Until Skype was introduced to Taiwan, all of us, then, saw the other new territory of voice telecom market. These years, VoIP (Voice over IP) technology was improved to have communication protocol (SIP Session Initialization Protocol) and voice traffic (RTP/RTCP Real-time Transport Protocol/Real-time Transport Control Protocol) been handled separately; i.e., the development of voice application software and debug became easier. Thus, the world-wide telecom manufacturers and service providers started to use this technology on the architecture of mobile voice multimedia service and IP Multi-media Subsystem (IMS). Even amount of network users were sharing information with enterprises who owned inter-connection network, and created the new content businesses (UGC User Generated Content, SNS Social Network Services). Therefore, under the new technology environment of NGN, we foresee some new businesses will be created, then, growing and expanding like the starfish organization. For telecom operators, service providers and users, this will bring some more new impacts of maintenance and service. Therefore, this study will refer the existing telecom customer service and the telecom technologies may have in next coming 20 years to propose how to use the hybrid (centralized/de-centralized) customer service to help both carrier-grade fixed network operators and service developers to create business value, break through current dilemma to reach business continuity goal in response to the telecom liberalization and new telecom technologies.

Fast fashion and over consumption within the textile industry has led to a serious depletion of natural resources. The current rate of population growth and consumption is unsustainable. In result, there is a growing interested in sustainable solutions, one of which is reverse supply chains. Infrastructures for recycling textile fibers are being researched and developed. At the same time, it is important to put a focus on also developing the infrastructures for textile recollection. When examining a forward supply chain, the last mile, or point of distribution to the final consumer, can be considered the most costly when it comes to logistics costs. As a result, within a reverse supply chain the point of textile recollection, or the “first mile” as defined by the authors, can also be considered problematic in terms of logistical costs. Cirqle is a Swedish based app using ICT to aide in the recollection of used textiles, by offering app users rewards (discounts) for used textile returns at specific retailers. Through gathering specific information about app users, ICT companies such as Cirqle, are key to optimizing reverse supply chains, and in result, aiding in the reduction of the “first mile problem”. Due to the research gap identified by the authors, the purpose of this thesis is to explore how a digital infrastructure for collecting used garments, such as the Cirqle App, can be used to optimize location‟s for collection points; therefore minimizing the first mile problem of reverse logistics in the textile industry.

Recent advancements in silicon technology have paved the way for the development of integrated transceivers operating well inside the mm-wave frequency range (30 - 300 GHz). This band offers opportunities for new applications such as remote sensing, short range radar, active imaging and multi-Gb/s radios. This thesis presents new ideas at the circuit and system level for a variety of such applications, up to 145 GHz and in both state-of-the-art nanoscale CMOS and SiGe BiCMOS technologies. After reviewing the theory of operation behind linear and power amplifiers, a purely digital, scalable solution for power amplification that takes advantage of the significant ft/fmax improvement in pFETs as a result of strain engineering in nanoscale CMOS is presented. The proposed Class-D power amplifier, features a stacked, cascode CMOS inverter output stage, which facilitates high voltage operation while employing only thin-oxide devices in a 45 nm SOI CMOS process. Next, a single-chip, 70-80 GHz wireless transceiver for last-mile point-to-point links is described. The transceiver was fabricated in a 130 nm SiGe BiCMOS technology and can operate at data rates in excess of 18 Gbps. The high bitrate is accomplished by taking advantage of the ample bandwidth available at the W-band frequency range, as well as by employing a direct QPSK modulator, which eliminates the need for separate upconversion and power amplification. Lastly, the system and circuit level implementation of a mm-wave precision distance and velocity sensor at 122 and 145 GHz is presented. Both systems feature a heterodyne architecture to mitigate the receiver 1/f noise, as well as self-test and calibration capabilities along with simple packaging techniques to reduce the overall system cost.

Recent advancements in silicon technology have paved the way for the development of integrated transceivers operating well inside the mm-wave frequency range (30 - 300 GHz). This band offers opportunities for new applications such as remote sensing, short range radar, active imaging and multi-Gb/s radios. This thesis presents new ideas at the circuit and system level for a variety of such applications, up to 145 GHz and in both state-of-the-art nanoscale CMOS and SiGe BiCMOS technologies. After reviewing the theory of operation behind linear and power amplifiers, a purely digital, scalable solution for power amplification that takes advantage of the significant ft/fmax improvement in pFETs as a result of strain engineering in nanoscale CMOS is presented. The proposed Class-D power amplifier, features a stacked, cascode CMOS inverter output stage, which facilitates high voltage operation while employing only thin-oxide devices in a 45 nm SOI CMOS process. Next, a single-chip, 70-80 GHz wireless transceiver for last-mile point-to-point links is described. The transceiver was fabricated in a 130 nm SiGe BiCMOS technology and can operate at data rates in excess of 18 Gbps. The high bitrate is accomplished by taking advantage of the ample bandwidth available at the W-band frequency range, as well as by employing a direct QPSK modulator, which eliminates the need for separate upconversion and power amplification. Lastly, the system and circuit level implementation of a mm-wave precision distance and velocity sensor at 122 and 145 GHz is presented. Both systems feature a heterodyne architecture to mitigate the receiver 1/f noise, as well as self-test and calibration capabilities along with simple packaging techniques to reduce the overall system cost.

Le contexte technologique et socioéconomique favorise la croissance des volumes de colis échangés en France et particulièrement l'augmentation des livraisons dans les villes. Livraisons qui se complexifient sous l'effet des contraintes urbaines, des injonctions de durabilité, des évolutions des attentes des clients. Les prestataires de la distribution urbaine de colis doivent relever les défis économiques, organisationnels, environnementaux et politiques que représente cette mutation de la distribution du dernier kilomètre. Replacer la ville et son organisation spatiale au centre de la création de nouvelles organisations de la distribution et rapprocher l'analyse spatiale des outils et des techniques de gestion du transport de marchandises en ville (TMV), et notamment de la modélisation, peut permettre d'innover. La thèse va développer cette posture, jusque-là délaissée par les recherches en TMV. Une analyse détaillée de la nature des relations entre forme urbaine, organisations spatiale et TMV va être proposée. A partir de ces résultats, les premiers éléments d'une modélisation spatiale du TMV au service de la création d'un outil d'aide à la décision capable de segmenter la ville en zones différenciées en fonction de leurs caractéristiques spatiales, socioéconomiques et politiques et d'adapter les solutions de livraison par zones seront proposés. / With the spread of new technologies and the advent of economic and social changes, the volume of parcels has grown in France. Parcel deliveries in cities have similarly experienced an important increase. Deliveries have become more and more complex because of changing client patterns, urban constraints and cities' concerns for sustainability. The growing complexity of the ‘last mile' delivery poses economic, organizational, environmental and political challenges to parcel providers. Putting the spatial organization of cities back at the heart of the creation of new logistics organizations and integrating spatial studies to urban logistics techniques and tools, in particular in modelling, can be means of innovation. Until now spatial studies have been largely under-used in UF. This study will provide an in-depth analysis of the relationships between urban spatial organization, urban form and UF. Based on those results, the thesis provides the first elements of a spatial urban freight modelling approach. The modelling approach will enable the creation of a decision support tool able to identify homogeneous urban zones based on urban form, economic and political characteristics in order to offer the most suitable delivery solution to each zone of a city.