<p>The rise of technologies and the Internet have provided opportunities to connect logistics demand and supply using the crowd. In this system, named crowd-shipping (CS), a requester doing the shipping selects a courier via a platform. In reality, the idea of CS has been explored by many firms over the last several years. However, there is a lack of fundamental understanding of the issues related to: (1) the markets that are likely to be influenced by CS; (2) the considerations that govern the success of this system; and the (3) the impacts of CS and its design.</p><p><br></p> <p>To address these issues, there is a need of understanding CS system's stakeholders, such as requesters' (i.e. senders') and potential couriers' (i.e. driver-partners') behaviors as well as operations and management of CS firms. This research will address these gaps by conducting a survey to understand driver-partners' behaviors and requesters' behaviors given the CS services availability in the logistics market. Then, pricing and compensation strategies are designed and modeled based on behavior rules of supply and demand generations as well as various CS market penetrations. As such, this research addresses the CS industry in a triad of supply, demand, and operations and management.</p><p><br></p> <p>This research uses advanced econometrics, statistics analysis, mixed integer optimization, and data science techniques to analyze data and generate insights. The contributions of this research are to identify the contributing factors that impact the emerging logistics service. This research also reveals factors that influence the current and future shipping behaviors of requesters, as well as influencing factors of the individuals' willingness to work as driver-partners. The integrated matching and routing models have been developed to examine different pricing and compensation strategies under several market penetration scenarios. `Individual' price and compensation have found to provide the highest profit for CS platform providers.</p><p><br></p> <p>This research provides meaningful knowledge for stakeholders, especially for the CS firms to develop business strategies. Several remarkable benefits that CS firms can obtain include: focusing on some specific population groups to recruit driver-partners (e.g. people with children, middle-aged people having lower incomes, or no car ownership); addressing certain market segments to promote CS services (e.g. tight-window delivery packages, peripheral products, or personal health and medicine items); implementing `individual' or `flatted' pricing and compensation strategies depending on the time of the day, the day of the week, or the market penetration; and improving platform features to incorporate requesters' and driver-partners' expectations.</p>

Bakgrund: Ett problem med sista mil leveranser är att kunderna sätter höga krav på snabba och bekväma leveranser vilket har bidragit till en ökning av sista mil leveranser under de senaste åren. Införandet av energisnåla och utsläppsfria fordon som el- lastcyklar kan leda till att minska negativa externaliteter i trafiken. En annan logistisklösning som är smidig samt miljövänlig är paketskåp. Användning av paketskåp gör det att transporter, leveranser och upphämtning av paket går snabbt och effektivt.  Syfte: Syftet med studien är att analysera logistiklösningar genom leveransprocessen och de logistiklösningar som behandlas är: cykelleveranser och paketskåp.  Metod:Examensarbetet grundas i en kvalitativ forskningsmetod med en abduktiv ansats. Fyra intervjuer genomfördes med två olika transportföretag i Malmö. Utgångspunkten i studien är den teoretiska referensramen som byggs på tidigare forskning i form av vetenskapliga artiklar. Resultatet av intervjuerna har byggt upp det empiriska kapitlet.  Resultat:Analysen tyder på att sista milen leder generellt till högre kostnader för transportföretag samt orsakar föroreningar och trängsel. Effektivisering av logistiklösningar bidrar till högre produktivitet samt förbättrad hållbarhet i staden. Resultatet redogör även att effektivisering av leveransprocessen genom aspekter som leveranssäkerhet, korta leveranstider samt leveranspålitlighet skapar kundlojalitet och ökar företagets attraktivitet. De slutsatserna som kan dras är att cykelleveranser och paketskåp kan bidra till effektiva sista mil leveranser. Vidare visar studien att effektivisering av logistiklösningar medför till en högre produktivitet och förbättrad leveransservice. Kundernas krav på hög leveransservice med korta leveranstider, god flexibilitet och leveranssäkerhet leder till att företag anpassar sina leveransprocesser för att kunna uppfylla kraven. / Background: A problem that exists in The Last Mile Delivery is customer’s high demands on fast and efficient deliveries which has led to the reason that last mile has increased significantly in recent years. The introduction of energy efficiency and emission- free vehicles as electric cargo bikes can reduce the negative externalities in traffic. Another logistics solution that is flexible and helps to preserve the environment is parcel lockers. The use of parcel lockers means that transport, deliveries, and collection of parcels are fast and efficient.  Purpose: The purpose of this study is to analyze logistics solutions within the delivery process and these solutions are bike delivery and parcel lockers.  Method: This paper is based on a qualitative research method and an abductive approach. Four different interviews were carried out with two different transport companies in Malmo, which led to the results being used for the empirical research and analysis. The focus for this study is to build upon the theoretical work of scientific research articles.  Result: The analysis indicates that the last mile leads to high cost for transport companies and contributes to pollution and congestion. This has led to new efficient transport system with purpose to efficient logistics solution that brings higher productivity and improved sustainability in the city. The result shows that delivery process efficiency has different aspect that increases the company’s attractiveness and creates loyal customers. These aspects are delivery security, short delivery time and reliability. This study concludes that bike deliveries and parcel lockers can contribute to effective last mile deliveries. The conclusion also shows that the relationship between the company and customer plays a big part if the communication is not good that customer would not buy more goods.

Background: In recent times, last mile deliveries have become critical as these deliveries are generally considered to be the most expensive, least efficient and most polluted part of the entire logistics chain (De Kervenoael, Schwob &amp; Chandra 2020; McKinnon &amp; Edwards 2009). Consumer demands for fast and flexible deliveries are not very easy to combine with the highest possible sustainability focus (PostNord 2018). By informing about different transport alternatives and vehicle types, the consumer gets the opportunity to influence their own environmental impact when making a purchase (Buldeo Rai, Verlinde &amp; Macharis 2019). Despite the fact that companies today have better possibilities to share data about their environmental practices with the end customer, there is still a lack of such information on the website. Few companies adopt effective web-based communications that inform their stakeholders about their sustainable behaviors (Da Giau, Macchion, Caniato, Caridi, Danese, Rinaldi &amp; Vinelli 2016).  Theory: A theoretical research model “Green web communication” has been developed based on the theories 3’C and OSEC. The theory ten signs of greenwash has also been applied to identify signs of greenwash.  Purpose and research question: The purpose of the study is to map out various alternatives for green marketing within the last mile, to increase the understanding of how ecommerce companies can influence consumers to a more conscious delivery choice. Furthermore, the paper aims to study how the web communication should be developed to avoid greenwashing. In order to answer the purpose, the following research questions have been formulated: How do e-commerce companies communicate green deliveries on the website? In what way can green web communication show signs of greenwashing? How is web communication presented in relation to what is expressed internally?  Methodology: To answer the research question a qualitative method was conducted with a constructivism approach. First a qualitative content analysis was performed on the website of sixteen e-commerce companies, divided into four different industries. The second method involved three semi-structured interviews with representatives of the selected companies Skincity, CDON and Ellos.  Conclusion: Communication about green deliveries appeared frequently at the e-commerce companies’ check-out compared with the information page, home page and group’s website. The representation of green commitments appeared in varying degrees in the form of eco-labels, symbols or information text. Furthermore, the green sustainability commitments were expressed in different ways where the content could be found in various green statements: climate compensation, CO2 emissions or green policy. The web communication also showed that transparency was lacking in far too many aspects as the communication could be identified as greenwashing in several cases. Greenwashing was identified when analyzing the green web communication in aspects of no proof and fluffy language. The internal communication from representatives of the e-commerce companies differed from the communication on the websites. This indicates a discrepancy between the internal and the external communication which neglects the e-companies sustainability commitments. / Bakgrund: På senare tid har last mile leveranser blivit ett kritiskt område då leveranserna iallmänhet anses vara de dyraste, minst effektiva och mest förorenade delen i hela logistikkedjan(De Kervenoael, Schwob &amp; Chandra 2020; McKinnon &amp; Edwards 2009). Konsumentens kravpå snabba och flexibla leveranser är inte särskilt enkla att förena med högsta möjligahållbarhetsfokus (PostNord 2018). Genom att informera om olika transportalternativ ochfordonstyper får konsumenten möjlighet att påverka sin egna miljöpåverkan vid ett köp (BuldeoRai, Verlinde &amp; Macharis 2019). Trots det faktum att företag har större möjligheter att deladata om sin miljömässiga praxis med slutkunden finns de fortfarande en brist av sådaninformation på webbplatsen. Få företag antar effektiv webbaserad kommunikation sominformerar sina intressenter om deras hållbara beteenden (Da Giau, Macchion, Caniato, Caridi,Danese, Rinaldi &amp; Vinelli 2016).  Teori: En teoretisk undersökningsmodell “Grön webbkommunikation” har utvecklats baseratpå teorierna 3’C och OSEC. Teorin ten signs of greenwash har vidare tillämpats för attidentifiera tecken på greenwash.  Syfte och forskningsfråga: Syftet med studien är att kartlägga olika alternativ för grönmarknadsföring av last mile, samt att bidra med en ökad förståelse kring hur e-handelsföretagenkan påverka konsumenten till ett medvetet leveransval. Vidare ska även studien beröra hurkommunikationen på webbplatsen bör utformas för att undvika greenwashing. För att besvarasyftet har följande forskningsfrågor utformats: Hur kommunicerar företag gröna leveranser påwebbplatsen? På vilket sätt kan den gröna webbkommunikationen visa tecken pågreenwashing? Hur framställs webbkommunikationen gentemot resonemang som uttrycksinternt?  Metod: Denna studie genomfördes med en kvalitativ metod som är av konstruktivistiskkaraktär. Först utfördes en kvalitativ innehållsanalys på webbplatsen av sexton e-handelsföretagsom delades in i fyra olika branscher. Den andra metoden innefattar tre semistruktureradeintervjuer med företrädare från de utvalda företagen Skincity, CDON och Ellos.  Slutsats: Kommunikation om gröna leveranser framkom frekvent på e-handelsaktörernascheck-out jämfört med webbplatsens informationssida, startsida samt koncernens webbplats.Framställningen av gröna åtaganden förekom i miljömärkning, symbol eller informationstext ivarierande grad. Vidare uttrycktes de gröna hållbarhetsåtaganden på olika sätt där innehålletgick att härleda till olika gröna påståenden: klimatkompensera, CO2-utsläpp eller grön policy.Webbkommunikationen uppvisade en låg grad av transparens och flertalet brister i allt förmånga avseenden då man ofta kunde härleda kommunikationen till greenwashing.Greenwashing identifierades vid granskning av fallförtagens gröna kommunikation som gickatt härleda till no proof och fluffy language. Den interna kommunikationen skiljer sig mot denkommunikation som fanns att tillgå webbplatsen. Det råder således en diskrepans mellan deninterna och externa kommunikationen vilket försummar aktörens hållbarhetåtaganden.

Since more and more customers switch to online purchases, the last-mile delivery problemhas created a huge burden on companies and cities. The increasing parcel delivery leads toextra operational costs in logistics and congestion in cities. IKEA, the furniture retailcompany, is going to propose a project – IKEA Urban Multi Hub to solve this problem byallowing customers to carry back orders themselves. This study collaborates with IKEA toinvestigate and formulate a robust hub that customers are willing to visit. The aim of thisresearch is to identify appropriate locations for the hub and possible future mobility that thehub should provide. Moreover, develop concepts and strategies for two cities - Shanghai cityand New York City.Research and customer interview were fundamental parts of this project. The research partincludes literature review and background that helps to preliminary clarify urban conditions,possible future mobility, and travel behavior. The customer interview part investigatescustomers’ preferences in two selected cities which helps to realize their needs and gaininspiration. The results showed that clustering with metro stations and providingautonomous mobility may create a smooth customer self-delivery experience for IKEA UrbanMulti Hub. Besides, cooperating with logistic companies can reduce the operation risk of theHub and strengthen the business model. Further concepts and strategies developed for twoselected cities are described in the thesis.

No description available.

The global business environment is rapidly changing, and with the emergence of a new landscape comes new challenges. Traditional supply chains have been reshaped in an attempt to better adjust to the ever-increasing globalization process. This has increased the complexity of logistics as supply chains now are global, multi-tiered and encompass a variety of activities and stakeholders. As a result, many organizations are struggling to fully monitor their supply chains due to the lack of visibility within the supply chain. This concerns not only commercial corporations but also humanitarian organizations in their quest to improve the situation for people in need. The purpose of this study was to explore the concept of Supply Chain Visibility and determine which factors that affect the level of visibility in a supply chain, and to investigate how humanitarian organizations can increase the level of Supply Chain Visibility during the last mile of delivery. The research was conducted by means of an extensive literature review and a case study in Zimbabwe. The case study included a mapping of the national supply chain and an assessment of the current level of visibility. Subsequently, the underlying issues that affect the current level of visibility were identified and analysed. The findings from the study show that the underlying activity and the antecedent of Supply Chain Visibility is information sharing between trading partners in the supply chain. The activity of information sharing is in turn determined by the level of connectivity and willingness. Connectivity measures the maturity of the technological means that an organisation possesses for the use of information sharing and willingness is a measurement of an organization’s attitude toward the act of information sharing. The attribute of the shared information, in terms of quality and quantity, is what finally determines the level of visibilityin a supply chain. For humanitarian organizations to increase the level of visibility during the last mile of delivery, the findings show that organizations must improve the attributes of the shared information. As information collection is often directly tied to the physical distribution of commodities, organizations must improve their transportation operations in order to increase the level of quality of the shared information. In the long run it is imperative that humanitarian organizations detach the information flows from the physical flows so that information is transmitted electronically from health facilities to the central information repository, rather than being collected by vehicle. Implementing a Logistics Management Information System based on the GS1 standards is therefore a necessity as it would allow for automatic information capture and dissemination among supply chain stakeholders. / Den globala marknaden förändras snabbt och i takt med att det affärsmässiga landskapet förändras kommer nya utmaning. Traditionella leverantörskedjor har oformaterats i ett försök att bättre anpassa sig till den ständigt ökande globaliseringen. Detta har lett till att komplexiteten inom logistikområdet ökat och leverantörskedjor är idag globala, flerskiktade och innefattar en mängd aktiviteter och aktörer. Som ett resultat av detta har många organisationer idag svårt att fullt ut övervaka sina leveranskedjor på grund av bristande insyn. Detta rör inte endast kommersiella företag utan även humanitära organisationer i deras strävan att förbättra levnadssituationen för människor i nöd. Syftet med den här studien var att utforska begreppet ”Supply Chain Visibility” och slå fast vilka faktorer som påverkar graden av insyn i leverantörskedjan, samt att undersöka hur humanitära organisationer kan öka graden av insyn i sina leveranskedjor under ”the last mileof delivery”. Studien genomfördes med hjälp en grundlig litteraturstudie och en fallstudie i Zimbabwe. Fallstudien inkluderade en kartläggning av den nationella leveranskedjan och en bedömning av den nuvarande nivån av insyn i denna. De underliggande problemen som påverkar den nuvarande nivån av insyn i leveranskedjan identifierades och analyserades slutligen. Resultaten från studien visar att den underliggande aktiviteten som föregår ”Supply Chain Visibility” är informationsdelning mellan aktörer inom leveranskedjan. Graden av informationsdelning beror i sin tur på konnektiviteten i leveranskedjan och på viljan hos enskilda aktörer att dela information med andra parter. Konnektivitet är ett mått på hur lämpade och sammankopplade de tekniska medel, som en organisation använder sig av, är för att dela information. Det som slutligen avgör vilken insyn, i leveranskedjan, som en aktör kan realisera är egenskaperna hos den delade informationen i termer av kvalitet och kvantitet. Studien visar att humanitära organisationer måste förbättra egenskaperna hos den informationsom delas, för att öka graden av insyn i leveranskedjan. Eftersom insamlandet av information ofta sker i samband med den fysiska distributionen av produkter måste humanitära organisationer fokusera på att förbättra och effektivisera dessa transportprocesser för att öka kvaliteten på informationen. På sikt är det därför helt centralt att informationsflödena skiljs från de fysiska flödena så att information kan överföras elektroniskt från kliniker till den centrala datalagringsenheten, istället för att samlas in med hjälp av distribueringsfordonen. Att implementera ett ”Logistics Management Information System” baserat på GS1 standarden är därför nödvändigt då det skulle tillåta automatisk informationsinsamling och informationsspridning mellan intressenter inom leverantörskedjan.

With the increase in the growth of the e-commerce sector since the past decade, the pressure has been progressively more applied to the operations and supply chain. As the pandemic has pushed the companies to provide services at the customer doorstep due to the difficulties in accessing services from brick-and-mortar stores, the logistical operation of the companies is continuously put under pressure. Though the performance aspect of the supply chain operations is achieved as per company’s objectives, the sustainability part is always overlooked. For any logistics provider, the last mile is considered as one of the main deterrents in their supply chain operations. Some of the main factors include performance of the distribution process, delivery time window, level of service, congestion in the urban area, etc. The above and some other factors make it extremely difficult for the logistics provider to be sustainable in their operations.  There is a growing interest among the logistics provider to use electric vehicles in urban logistics. In particular, light electric vehicles are considered to be a valid alternate for fossil fuel powered sprinters or vans. The purpose of the study is to identify the logistical, technological and infrastructural challenges associated with implementing electric vehicles with refrigeration system in delivering e-groceries in cities. The thesis follows the methodology of collecting data from developed electric vehicle and analysing the data to identify the feasibility of implementing electromobility in last mile delivery. In order to identify the commercial application of electromobility, the collected data is applied in the developed simulation model. The scenario-based analysis has been used in the data collection and in simulation modelling experimentation. The scenario analysis has been used to have an in-depth understanding of all the possible outcomes. The results from the test observations provided data for further studies while the results from simulation modeling presented evidence for the effective application of electric vehicles in delivering e-groceries in last-mile. The comparison of electric vehicle (EV) with fossil fuel powered vehicle provided the strong performance of EV’s in terms of environmental, operational, and socio-economic aspects. The thesis provides new knowledge in the area of electromobility in last-mile research and also proposes potential future work which will be assisting the forthcoming research in advancing the boundary of the research topic. / Med den ökade tillväxten inom e-handelssektorn sedan det senaste decenniet har trycket successivt applicerats mer på verksamheten och leveranskedjan. Eftersom pandemin har drivit företagen att tillhandahålla tjänster utanför kunddörren på grund av svårigheterna att få tillgång till tjänster från tegelbutiker, sätts företagens logistiska drift kontinuerligt under press. Även om prestandaaspekten av leveranskedjans verksamhet uppnås enligt företagetsmål, förbises alltid hållbarhetsdelen. För alla logistikleverantörer betraktas den sista milen som en av de främsta avskräckningarna i deras leveranskedja. Några av huvudfaktorerna inkluderar distributionsprocessens prestanda, leveranstidsfönster, servicenivå, trängsel i tätorten etc. Ovanstående och några andra faktorer gör det extremt svårt för logistikleverantören att vara hållbar i sin verksamhet.  Det finns ett växande intresse bland logistikleverantören att använda elfordon i stadslogistik. I synnerhet anses lätta elfordon vara ett giltigt alternativ för sprinter eller skåpbilar som drivs med fossila bränslen. Syftet med studien är att identifiera de logistiska, tekniska och infrastrukturella utmaningarna i samband med att implementera elfordon med kylsystem för att leverera e-livsmedel i städer. Avhandlingen följer metodiken för att samla in data från utvecklade elfordon och analysera data för att identifiera genomförbarheten av att implementera elektromobilitet i sista mils leverans. För att identifiera den kommersiella tillämpningen av elektromobilitet, tillämpas den insamlade informationen i den utvecklade simuleringsmodellen. Den scenariobaserade analysen har använts i datainsamlingen och i simuleringsmodellexperiment. Scenarioanalysen har använts för att få en fördjupad förståelse av alla möjliga utfall. Resultaten från testobservationerna gav data för ytterligare studier medan resultaten från simuleringsmodellering presenterade bevis för den effektiva tillämpningen av elfordon för att leverera e-livsmedel på sista milen. Jämförelsen av elfordon (EV) med fossilbränsledrivna fordon gav elbilarnas starka prestanda när det gäller miljömässiga, driftsmässiga och socioekonomiska aspekter. Avhandlingen ger ny kunskap inom området elektromobilitet inom forskning på sista milen och föreslår även potentiellt framtida arbete som kommer att hjälpa den kommande forskningen att flytta fram gränsen förforskningsämnet.

This dissertation describes the manner by which a multinational corporation (MNC) enacts a market-based logic with a locally embedded partner in a complex and unfamiliar operating setting to fulfil both business and social objectives. It examines a hybrid partnership between BP, an MNC, and SSP, a rural Indian non-governmental organisation (NGO). Together, the organisations trained rural women, who were affiliated with SSP, as agents to distribute and sell BP’s ‘smokeless’ cookstoves and fuel pellets to households who cook on smoky firewood stoves. The research draws on two theories—neo-institutional organizational theory and real markets theory—to examine the process by which logics are aligned across partners and projected and translated into the rural Indian exchange setting. It constructs a four-actor model (MNC, NGO, agent, customer) to explore the exchange relationships between the actors at the meso- and micro-levels. At the meso-level, it explains how the MNC and NGO’s non-aligned logics, asymmetric power dynamics, and lack of mutual trust contribute to the venture’s failure. In addition, the NGO was so determined to succeed as a professional, market-driven, channel partner that it shed part of its identity as a civil advocacy organisation and adopted mainstream commercial practices that were not sensitive to the needs of its local stakeholders. At the micro-level, the partners did not come to a common understanding with the agents regarding the cultural challenges they faced marketing the stove. Moreover, the marketing strategy glossed over the multi-layered social relationships and culinary, behavioural, and religious practices that needed to be translated for the technology to meet the needs of consumers. Using gritty ethnographic data, the dissertation highlights a challenge that large, foreign companies face when entering ‘Base of the Pyramid’ markets, namely the inconsistency between the MNC’s market logic and the wider associational logics that motivate village agents and customers.

The use of autonomous agents is an ever-growing possibility in our day-to-day life and, in some cases, already a reality. One future use might be autonomous robots performing last mile deliveries, a service the company HUGO delivery is currently developing. The goal of developing their autonomous delivery robot HUGO is to reduce the emissions from deliveries in the last mile by replacing delivery trucks with emission free autonomous robots. However, this new way of receiving deliveries introduces new design challenges since most people have little to no prior experience of interacting with autonomous agents. The user interface is therefore of great importance in making the user understand and be able to interact comfortably with the autonomous agent, thus also a key aspect in reaching user adoption. This thesis work examines how an interface for an autonomous food delivery service, such as the HUGO delivery, could be designed by applying a Human-Centered Artificial intelligence and Activity Centered Design focus in the design process, resulting in a design proposal for a web app. The conclusion of the thesis includes identification of the six essential interactions present in an autonomous food delivery service, as well as how HCAI and which of its guidelines can be applied when designing an interface for the interaction with an autonomous delivery robot.

The understanding of what motivates a customer to pay more for a product or service has al-ways been a fundamental question in business. To the end of answering this question, revenue management is a business practice that revolves around using analytics to predict consumer behavior and willingness-to-pay. It has been a common practice within the commercial airline and hospitality industries for over 30 years, allowing adopters to reach their service capacity with increased profit margins. In this thesis, we investigated the possibility to apply revenue management to the last mile delivery industry, an industry that provides the service of delivering goods from e-commerce companies to the consumer’s front door. To achieve this objective, a revenue management framework was conceived, detailing the interaction between the customer and a dynamic pricing model. The model itself was a product of a machine learning model, intended to segment the customers and predict the willingness-to-pay of each customer segment. The performance of this model was tested through a quantitative study on synthetic buyers, subject to parameters that influence their willingness-to-pay. It was observed that the model was able to distinguish between different types of customers, yielding a pricing policy that increased profits by 7.5% in comparison to fixed price policies. It was concluded that several factors may impact the customer’s willingness-to-pay within the last mile delivery industry. Amongst these, the convenience that the service provides and the disparity between the price of the product and the price of the service were the most notable. However, the magnitude of considering these parameters was never determined. Finally, em-ploying dynamic pricing has the potential to increase the availability of the service, enabling a wider audience to afford the service. / Vad som motiverar en kund att betala mer för en tjänst eller en produkt har länge varit ett centralt koncept inom affärslivet. Intäktsoptimering är en affärspraxis som strävar efter att besvara den frågan, genom att med analytiska verktyg mäta och förutse betalningsviljan hos kunden. Intäktsoptimering har länge varit framträdande inom flyg- och hotellbranschen, där företag som anammat strategin har möjlighets att öka försäljningsvinsten. I detta examensarbete undersöker vi möjligheten att applicera intäktsoptimering på sista milen industrin, en industri som leverar köpta produkten hem till kunden. För att uppnå detta har vi tagit fram ett ramverk för informationsflöden inom intäktsoptimering som beskriver hur kunder interagerar med en dynamisk prissättningsmodell. Denna prissättningsmodell framställs genom maskininlärning med avsikt att segmentera kundbasen, för att sedan förutse betalningsviljan hos varje kundsegment. Modellens prestanda mättes genom en kvantitativ studie på syntetiska kunder som beskrivs av parametrar som påverkar betalningsviljan. Studien påvisade att modellen kunde skilja på betalningsviljan hos olika kunder och resulterade i en genomsnittlig vinstökning på 7.5% i jämförelse med statiska prissättningsmodeller. Det finns mänga olika faktorer som spelar in på kundens betalningsvilja inom sista milen industrin. Bekvämlighet och skillnader i priset på produkten som levereras och tjänsten att leverera produkten är två anmärkningsvärda faktorer. Hur stor inverkan faktorerna som beskrivs i detta examensarbete, har på betalningsviljan, förblev obesvarat. Slutligen uppmärksammades möjligheten att, med hjälp av dynamisk prissättning, öka tillgängligheten av tjänsten då flera kunder kan ha råd med en prissättning som överväger deras betalningsvilja.