The freight transport industry accounts for a large and, moreover, an increasing share of the global greenhouse gas emissions. Despite this, previous studies point to the fact that freight transport purchasing companies (TPCs) do not take sufficient action to reduce emissions from the freight transports they buy. Previous research has not thoroughly explored the variables that might alter this pattern found in company behavior. This thesis therefore aims to investigate what current opportunities and barriers TPCs experience and what practices these companies are utilizing to reduce freight transport emissions, in order to investigate how companies in general can be motivated to become greener. To fulfill this goal, a multiple case study was performed where qualitative data, collected through interviews, was gathered from 13 companies that are actively working to reduce their climate footprint. A theoretical framework, namely the PESTEL analysis, was furthermore utilized to analyze the macro-environment of the phenomena. The collected data was analyzed in accordance with the research questions, where the main research question concerns the role of TPCs in affecting environmental advancements and the opportunities and barriers TPCs face from a PESTEL perspective. The sub-research questions concern what motivational factors companies experience regarding the implementation of sustainability targets regarding purchased transport, and what practices companies are utilizing to decrease the emissions from purchased transport. The findings of this thesis show that TPCs play a large role in the process of affecting the environmental advancements in freight transport. Furthermore, by using the theoretical framework, fewer opportunities than barriers for affecting emissions from freight transport were identified. In two perspectives, the political and social, several opportunities were found. For instance, within the political perspective it was deduced that incentives such as the Swedish greenhouse gas reduction mandate act as opportunities for TPCs. Moreover, one of the most important barriers discovered in this thesis include the need for long-term policies by Sweden and the EU to enable investments in sustainable fuel types and vehicles. / Industrin för godstransporer står för en stor och framförallt, stigande andel av de globala utsläppen av växthusgaser. Trots detta pekar tidigare studier på att transportinköpande företag inte tar tillräckligt med initiativ för att minska utsläpp från de godstransporter som de köper in. Tidigare forskning har inte tillräckligt utforskat variablerna i företagens beteende, som skulle kunna ändra på detta mönster. Den här avhandlingen syftar till att utreda vilka nuvarande möjligheter och barriärer transportinköpande företag upplever och vilka metoder dessa företag använder för att minska utsläpp från godstransporter, för att utreda hur företag i allmänhet kan motiveras till att bli grönare. För att uppnå detta mål genomfördes en multipel fallstudie där kvantitativ data, insamlad genom intervjuer, samlades in från 13 företag som aktivt jobbar med att minska sitt klimatavtryck. Ett teoretiskt ramverk, PESTEL-analys, användes därtill för att analysera makromiljön av studien. Den insamlade datan analyserades i enlighet med forskningsfrågorna, där den huvudsakliga forskningsfrågan berör transportinköpande företags roll i att påverka miljömässiga framsteg, samt de möjligheter och barriärer företag ställs inför, från ett PESTEL-perspektiv. Delforskningsfrågorna berör vilka motiverande faktorer som företag upplever när det kommer till att implementera hållbarhetsmål rörande inköpta godstransporter, samt vilka metoder företag använder för att minska utsläppen från inköpta godstransporter. Resultatet av denna avhandling visar att transportinköpande företag spelar en betydande roll i processen att påverka de miljömässiga framstegen inom godstransporter. Vidare fann man, genom att använda det teoretiska ramverket, att färre möjligheter än barriärer som påverkar utsläpp från godstransporter kunde identifieras. Inom två perspektiv, det politiska och det sociala, identifierades flera möjligheter. Det kunde exempelvis urskiljas att incitament som den svenska reduktionsplikten verkar som möjligheter för transportinköpande företag. En av de viktigaste barriärerna som identifierades i denna avhandling berör behovet av långsiktiga policys i Sverige och på EU- nivå för att möjliggöra för investeringar i hållbara bränsletyper och fordon.

Climate change impose a major challenge to the world. About 23% of the world’s energy-related CO2 emissions derive from transportation. Urban freight transport has been increasing because of a growing demand for goods. Cities need to manage freight transportation to decrease its climate change impact. The purpose of this study is to investigate what the cities Gothenburg, Copenhagen, and Turku need in order to manage urban freight transport and what measures the cities have adapted to reduce the CO2 emissions deriving from urban freight transport. The study aims to reflect upon how the elements included in the practice of municipal freight transport management relate to the sustainable mobility paradigm and identify measures to decrease climate change impact and reach sustainable mobility. Social practice theory guided the analysis, where meanings, materials, and competences was searched for in the empirical material. Data was collected through a document analysis and interviews with employees at the cities’ administrations. The results showed that the reasons for managing freight is to reduce environmental and negative social impacts, ensure good ease of passage for freight transportation, strengthen the economy and create jobs, and avoid conflicting goals and find joint solutions. Needed materials are funding, guidelines, and personnel resources. Needed competences include taking a systems perspective, understanding the private sector, engaging in cooperation, seeking and managing funding, transport planning, and procurement and planning of the own municipal freight transportation. The need and behaviour that steers the freight transportation seem to be excluded from the freight transport management practice. This is the need for goods and its connected consumption behaviour. The cities’ adapted measures to reduce the climate change impact from freight transportation focus on technological and logistical improvements. The freight transport management practice includes features that are in line with the sustainable mobility paradigm as well as features that are not. To strengthen sustainable mobility, the inclusion of stakeholders when managing freight transport could be expanded to inhabitants and persons with competence in environmental and social aspects. / Klimatförändringar innebär en stor utmaning för världen. Ungefär 23% av världens energirelaterade CO2-utsläpp härstammar från transportsektorn. Urbana godstransporter fortsätter öka som ett resultat av en ökande efterfrågan på varor. Städer behöver hantera godstransportflöden för att minska klimatpåverkan från dem. Syftet med denna studie är att undersöka vad städerna Göteborg, Köpenhamn och Åbo behöver för att hantera godstransporter och vilka åtgärder de har antagit för att minska CO2-utsläppen från dem. Studiens mål är att reflektera kring hur elementen i den kommunala godstransportshanteringspraktiken förhåller sig till det hållbara mobilitetsparadigmet och identifiera möjliga åtgärder för att minska klimatpåverkan och nå hållbar mobilitet.   Social praktikteori guidade analysen där betydelser, material och kompetenser identifierades från det empiriska materialet. Data insamlades genom dokumentanalys samt genom intervjuer med anställda vid städerna. Resultatet visar att anledningarna till att hantera godstransporter är att minska miljöpåverkan, minska negativ social påverkan, säkerställa god framkomlighet för godstransporterna, stärka ekonomin och skapa jobb samt undvika målkonflikter och hitta gemensamma lösningar. Material som behövs inkluderar finansiering, riktlinjer samt personella resurser. Kompetenser som behövs är systemperspektiv, förståelse för den privata sektorn, söka och hantera finansiering, samarbetsförmåga, transportplanering samt upphandling och planering av stadens egna interna godstransporter. Behovet och beteendet som styr godstransporterna verkar vara exkluderat från praktiken. Detta är behovet av varor samt konsumtionsbeteendet som är kopplat till det. Åtgärderna som städerna har antagit för att minska klimatpåverkan från godstransporter fokuserar på tekniska och logistiska lösningar. Själva praktiken innehåller både drag som är i linje med det hållbara mobilitetsparadigmet och drag som inte är det. Den hållbara mobiliteten skulle stärkas ifall deltagandet breddas så att privatpersoner och personer med kompetens inom miljö och sociala aspekter också inkluderas i godstransporthanteringen.

By using innovative methods, such as the automated transfer of corporate electronic data to National Statistical Institutions, official transport data can be significantly improved in terms of reliability, costs and the burden on respondents. In this paper, we show that the automated compilation of statistical reports is possible and feasible. Based on previous findings, a new method and tool were developed in cooperation with two business partners from the logistics sector in Austria. The results show that the prototype could successfully be implemented at the partner companies. Improved data quality can lead to more reliable analyses in various fields. Compared to actual volumes of investments into transport, the costs of transport statistics are limited. By using the new and innovative data collection techniques, these costs can even be reduced in the long run; at the same time, the risk of bad investments and wrong decisions caused by analyses relying on poor data quality can be reduced. This results in a substantial value for business, research, the economy and the society.

Cargo cycles can play a considerable role in mitigating the negative impacts of urban freight transport while still ensure that the material needs of the city are fulfilled. Their small size, lower operating costs, smaller carbon footprint, lack of tailpipe emissions, and manoeuvrability in congested areas are considerable advantages over traditional urban freight vehicles. However, the advantages of cargo cycles are not inherent in every urban environment and under all conditions. This problematics is in general insufficiently researched and more context specific knowledge is needed. Thus, this study investigates the obstacles and facilitating factors for utilising cargo cycles in urban freight transport in Stockholm, Sweden. To investigate these context specifications, case study approach was employed and consisted of qualitative content analysis, semi-structured interviews, and observations. This study argues that in Stockholm, contradictory forces affect the utilisation of cargo cycles in urban freight transport. On one hand, the facilitating factors are mostly associated with measures of sustainable urban freight transport and sustainable development in general: reaction to traffic situation; strategic orientation of the city; public-private partnership; and bicycle infrastructure. On the other hand, path dependence of the city connected to traditional urban freight vehicles (vans) symbolises obstacles: the absence of direct planning for cargo cycles; lack of recognition; and inconsistency of bicycle infrastructure.

Bien que le transport de marchandises joue un rôle essentiel dans le secteur économique et que la demande de transport de marchandises augmente, les transporteurs sur le marché du fret ont encore du mal à maintenir et à améliorer leurs revenus. Pour répondre aux défis, Revenue Management (RM) et l’Internet Physique (PI) sont adoptés comme solution dans cette thèse. RM est une méthode, issue de l’industrie du transport aérien, qui permet de maximiser les revenus. PI est un système logistique entièrement interconnecté, ouvert et dynamique visant à développer des réseaux logistiques mondiaux interconnectés ouverts afin d'accroître l'efficacité et la durabilité de la logistique. Cette thèse examine l’application de RM dans PI pour améliorer les revenus des transporteurs de chargement partiel. L’application de RM dans PI est étudiée à partir de quatre questions de recherche sur RM : la tarification, le contrôle de capacité, les prévisions et la tarification groupée. De plus, pour chaque question de recherche, une étude expérimentale est menée pour évaluer la faisabilité et les performances des modèles d'optimisation proposés correspondant à chaque question. Les résultats fournissent aux transporteurs des implications en termes de gestion et des conseils constructifs leur permettant d’optimiser leurs revenus à plusieurs niveaux, en tenant compte de situations et de scénarios différents. Dans l’ensemble, cette recherche examine Revenue Management du point des transporteurs de chargement partiel opérant dans un environnement très dynamique tel que l’Internet Physique. Les travaux de cette recherche donnent un aperçu général et systématique de l’application de Revenue Management dans un réseau dynamique de transport de marchandises par route. Les réalisations de cette thèse fournissent une base pour la future étude approfondie sur le problème des revenus dans un environnement dynamique. / Although the freight transport plays vital role in the economic sector and the freight transport demand is increasing, there are still challenges for the carriers in the freight market to keep and improve their revenue. To respond to the challenges, Revenue Management (RM) and Physical Internet (PI) are adopted as the solution in this thesis. RM is a method, which is originated from airline industry, to maximize the revenue. PI is a fully interconnected, open, dynamic logistics system aiming to develop an open global interconnected logistics networks to increase the logistics efficiency and sustainability. This thesis investigates the application of RM in PI to improve the revenue of less-than-truckload (LTL) carriers. The application of RM in PI is studied based on four research questions in RM, i.e. pricing, capacity control, forecasting, and bundle pricing. In addition, for each research question, an experimental study is conducted to evaluate the feasibility and performance of the proposed optimization models corresponded to each question. The results provide the carriers managerial implications and constructive guidance to make decisions to optimize their revenue at several levels, considering different situations and scenarios. Overall, this research investigates the Revenue Management from the point of view of LTL carriers operating in a highly dynamic environment like Physical Internet. The work in this research gives a general and systematical sight to the application of RM in a dynamic network of road freight transport. The achievements of this thesis give a basis for the future in-depth study on the revenue problem in a dynamic environment.

Citylogistik är ett komplext fenomen som innefattar alla resor till, ut ur och inom ett utvalt stadsområde med vägfordon vars uppgift är hämtning eller leverans av varor. Städerna är en stor drivkraft till ett enskilt lands ekonomi och då godstransporter är fundamentala för vår befintliga livsstil är det viktigare än någonsin att godsflödet i städer fungerar för att öka tillgängligheten av produkter och material. Den ökade urbaniseringen i Sverige har ökat efterfrågan på godstransporter inom städerna. Transportaktiviteter leder dock till ökade luftföroreningar, växthusgasutsläpp, buller, visuellt intrång och trafikstockningar som är kostsamt för samhället. I Europa står stadstransporter idag för en fjärdedel av transporternas koldioxidutsläpp och 69% av alla trafikolyckor sker i städer. Transportplanering är en komplicerad uppgift som innefattar många interaktioner mellan olika aktörer. Det finns många olika intressenter längs en försörjningskedja, som alla har olika krav på och uppfattningar av godstransporter. Företag tenderar att bekymra sig mer över hur kunder ska ha tillgång till tjänster och varor snarare än hur varorna ska komma till butiken. Denna studie syftar till att få en fördjupad förståelse för det komplexa logistiksystemet som finns i Skövde för att sedan utforma citylogistik åtgärder som är hållbara och främjar aktörernas intressen. Köpcentrumet Commerce i Skövdes stadskärna erhåller godsleveranser varje dag till över 50 butiker via två lastbryggor som inte har full kapacitet. För att besvara rapportens problemfrågor har mätningar och observationer utförts samt intervjuer och enkätundersökning med de aktörer som berörs inom ramen av detta arbete. Författarna har identifierat en möjlighet att tillgängliggöra kapacitet på en av lastbryggorna genom att bygga en ramp. / City logistics is a complex phenomenon that includes all trips to, out of and within a selected urban area with road vehicles whose task is to collect or deliver goods. The cities are a major driving force for an individual country's economy and, since freight transport is fundamental to our existing lifestyle, it is more important than ever that the flow of goods in cities works to increase the availability of products and materials. The increased urbanization in Sweden has increased the demand for freight transport within the cities. However, transport activities lead to increased air pollution, greenhouse gas emissions, noise, visual intrusion and traffic congestion that is costly to society. Today in Europe, urban transport accounts for a quarter of the transport's carbon dioxide emissions and 69% of all traffic accidents occur in cities. Transport planning is a complicated task that involves many interactions between different stakeholders. There are many different stakeholders along a supply chain, all of which have different requirements and perceptions of freight transport. Companies tend to worry more about how customers should have access to services and products rather than how the products should be delivered. This study aims to gain a deeper understanding of the complex logistics system that exists in Skövde in order to design city logistics initiative that are sustainable and promote the interests of the stakeholders. Commerce, the city mall of Skövde receives deliveries of goods every day to over 50 stores through two loading docks with limited capacity. To answer the report's problem questions, measurements and observations have been carried out, as well as interviews and questionnaires with the actors involved within the framework of this work. The authors have identified an opportunity to make capacity available on one of the loading docks by building a ramp.

Research shows that climate changes we face today is a consequence of the increasing amounts of greenhouse gases that circulate in our atmosphere due to increased human industrial activity. Many firms and industries are therefore increasingly implementing environmental management strategies to reduce greenhouse gas emissions towards a more sustainable environment. These environmental management efforts can be broadly classified under two umbrellas which are sustainable production and sustainable consumption and these two parts need to work together in order to contribute effectively towards a more sustainable environment. The environmental management literature however reveals a gap between sustainable production and sustainable use of vehicles in the automotive industry showing that while the major global environmental impact - greenhouse gas emissions - occurs when vehicles are put to use, the environmental management efforts in the industry are skewed to the production of vehicles.An emerging trend to breach this gap is that vehicle manufacturers are providing extending services to help vehicle users minimize their greenhouse gas emissions. This study analyses the extended service packages of the global truck manufacturer, Scania, against the environmental objectives and initiatives of five road transport companies in Sweden. An exploratory case study approach was used from the perspective of the road freight transport companies to find out if extended services present suitable opportunities to extend environmental management from manufacturers to users in the road freight transport industry. The study found that the extended services provide solutions that help road freighttransport companies to achieve lower fuel consumption and lower emissions from theirvehicles. Road freight transport companies traditionally invest in environmental initiatives to gain marketing advantages but the extended services present a rare opportunity to the companies to compete on profit margins by investing in the extended services. / Market Making of a High-value Business Model in Low Cost Markets: Value Co-Creation in Swedish Industry, CeLS, Project manager: Leif-Magnus Jensen, leif-magnus.jensen@jibs.hj.se, +46 36 10 1881.

Internationalization of industries, international competition, and the deregulation and harmonization within the EC are some of the important factors changing the prerequisites and requirements for effective international transport systems. Thus there is a need for more articulated knowledge regarding the internationalization processes of freight transport companies. In this longitudinal study the internationalization processes of three of the largest freight transport groups in Sweden have been analyzed in terms of changes in foreign representation: agents, join ventures, sales offices, subsidiaries. In addition, the relational effects of these changes on suppliers, owners, and competitors have been analysed. The results show that internationalization patterns change over time. First there was a gradual change of single relationships and systems. As an increasing number of transport companies became internationalized, there was a shift into more leapwise changes of nets of related companies. Furthermore the patterns and effects of internationalization differed between the three cases depending on when their internationalization process started. Typical sequences of changes have been identified to occur over time. As international interconnections between transport companies has increased these sequences have induced the development of domino effects in the network of transport companies. Based on the findings in this dissertation a dynamic model of internationalization is formulated. The model synthesizes the basic driving forces derived from network, distribution and internationalization research / Diss. Handelshögsk. : Stockholm

Made available in DSpace on 2014-06-11T19:23:36Z (GMT). No. of bitstreams: 0 Previous issue date: 2010-04-12Bitstream added on 2014-06-13T19:26:03Z : No. of bitstreams: 1 araujo_ph_me_mar.pdf: 1885064 bytes, checksum: 3b53d96f12ef738d3d1bbe13db905059 (MD5) / Este estudo tem por objetivo analisar as condições objetivas e subjetivas da dinâmica associativa presente na organização do trabalho dos caminhoneiros no Porto de Santos a partir de um estudo de caso realizado na Associação Comercial de Transportadores Autônomos (ACTA) e no Sindicato dos Transportadores Rodoviários Autônomos de Cargas a Granel (SINDGRAN). As entidades pesquisadas surgem em meados da década de 1980 e início dos anos 1990 como produto da resistência dos caminhoneiros diante do crescimento das empresas de transporte no transporte rodoviário e de sua tendência à monopolização da distribuição de cargas. Esse contexto foi compreendido mundialmente no conjunto das mudanças tecnológicas e organizacionais engendradas no processo de trabalho na década de 1970 e da implantação do neoliberalismo, processo que no Brasil tardiamente mesclou formas diferentes, mas não antagônicas do fordismo/taylorismo e toyotismo. Entretanto, dado a particularidade do trabalho do caminhoneiro, condição que remete a inserção desses sujeitos no processo de produção capitalista brasileiro, coube apontar como se manifestou a precarização nesse setor: que tipo de terceirização, como as inovações tecnológicas e organizacionais foram apropriadas e que implicações objetivas e subjetivas impuseram à categoria de trabalhadores em questão. Tal processo, carregado de contradições, impõe avanços e limites nas formas de organização econômica e política dos caminhoneiros, ao mesmo tempo em que é moldado pela pressão que esses sujeitos exercem. Assim, buscamos apontar como breves indicações as manifestações da questão da classe e da consciência de classe nessa categoria. / This study aims to analyze the objective and subjective conditions of associative dynamics present in the organization of the work of truckers at the Port of Santos from a case study conducted at the Commercial Association of Autonomous Transporters (ACTA) and the Union of Road Transporters Autonomous Bulk Cargo (SINDGRAN). The entities surveyed appear in the mid-1980s and early 1990s as a product of the resistance of the truckers before the growth of transport companies in road transport and its tendency to monopolize the distribution of loads. This context was understood throughout the world of technological and organizational changes engendered in the work process in the 1970s and the implementation of neo-liberalism, a process which later merged in Brazil in different ways, but not antagonistically Fordism/Taylorism and Toyotism. However, given the particularity of the work of the truckers, a condition that refers to the insertion of these subjects in the process of capitalist Brazilian production, it is important to show the precarious conditions in this industry: what kind of outsourcing, such as technological and organizational innovations were appropriate and what objective and subjective implications were imposed to the category of workers concerned. This process, fraught with contradictions, requires advances and limits in the forms of economic and political organization of the truckers while it is also shaped by the pressure that these guys men perform. From this point, we would like to remind the peculiarities of class and class consciousness in this category.

Orientador: Giovanni Antônio Pinto Alves / Banca: Antônio Carlos Mazzeo / Banca: Mauro Luís Iasi / Resumo: Este estudo tem por objetivo analisar as condições objetivas e subjetivas da dinâmica associativa presente na organização do trabalho dos caminhoneiros no Porto de Santos a partir de um estudo de caso realizado na Associação Comercial de Transportadores Autônomos (ACTA) e no Sindicato dos Transportadores Rodoviários Autônomos de Cargas a Granel (SINDGRAN). As entidades pesquisadas surgem em meados da década de 1980 e início dos anos 1990 como produto da resistência dos caminhoneiros diante do crescimento das empresas de transporte no transporte rodoviário e de sua tendência à monopolização da distribuição de cargas. Esse contexto foi compreendido mundialmente no conjunto das mudanças tecnológicas e organizacionais engendradas no processo de trabalho na década de 1970 e da implantação do neoliberalismo, processo que no Brasil tardiamente mesclou formas diferentes, mas não antagônicas do fordismo/taylorismo e toyotismo. Entretanto, dado a particularidade do trabalho do caminhoneiro, condição que remete a inserção desses sujeitos no processo de produção capitalista brasileiro, coube apontar como se manifestou a precarização nesse setor: que tipo de terceirização, como as inovações tecnológicas e organizacionais foram apropriadas e que implicações objetivas e subjetivas impuseram à categoria de trabalhadores em questão. Tal processo, carregado de contradições, impõe avanços e limites nas formas de organização econômica e política dos caminhoneiros, ao mesmo tempo em que é moldado pela pressão que esses sujeitos exercem. Assim, buscamos apontar como breves indicações as manifestações da questão da classe e da consciência de classe nessa categoria. / Abstract: This study aims to analyze the objective and subjective conditions of associative dynamics present in the organization of the work of truckers at the Port of Santos from a case study conducted at the Commercial Association of Autonomous Transporters (ACTA) and the Union of Road Transporters Autonomous Bulk Cargo (SINDGRAN). The entities surveyed appear in the mid-1980s and early 1990s as a product of the resistance of the truckers before the growth of transport companies in road transport and its tendency to monopolize the distribution of loads. This context was understood throughout the world of technological and organizational changes engendered in the work process in the 1970s and the implementation of neo-liberalism, a process which later merged in Brazil in different ways, but not antagonistically Fordism/Taylorism and Toyotism. However, given the particularity of the work of the truckers, a condition that refers to the insertion of these subjects in the process of capitalist Brazilian production, it is important to show the precarious conditions in this industry: what kind of outsourcing, such as technological and organizational innovations were appropriate and what objective and subjective implications were imposed to the category of workers concerned. This process, fraught with contradictions, requires advances and limits in the forms of economic and political organization of the truckers while it is also shaped by the pressure that these guys men perform. From this point, we would like to remind the peculiarities of class and class consciousness in this category. / Mestre