<p>Many believe that the current application of modern logistics solutions in general and centralisation of distribution systems in particular is damaging from an environmental perspective. The reason for this claim is that when a distribution system is centralised, products need to be shipped over greater distances. This causes an increase in transport work, which in turn is believed to cause an increase in emissions. Further, the decision to centralise distribution can be characterised as a structural decision and earlier research has helped illustrate how such decisions have greater impact on the overall performance of a distribution system than decisions taken at subsequent levels (tactical and operative). The reason for this is that structural decisions help create new opportunities to make other logistical decisions that are beneficial for the performance of a distribution system, as measured in terms of costs and service.</p><p>It is also acknowledged that there is a lack of research illustrating the actual environmental effects of centralisation. This area is the theme of this thesis and the overall purpose is to describe and analyse how centralisation of a distribution system can affect the environment. This purpose has been divided into two research questions, where the first one reads:</p><p>- How does physical centralisation of a distribution system influence the environment?</p><p>This question aims at investigating what effect centralisation has on the amount of emissions that are caused by transport in a distribution system. One of the main advantages with a centralised distribution system is that emergency deliveries are expected to decrease. This type of transport is often performed by airfreight, which is a mode of transport that is regarded to cause the largest amount of environmental stress among the four most commonly used transport modes. The argument that is made is that even though centralisation causes an increase in transport work, this must not necessarily mean that emissions increase.</p><p>As indicated above, earlier studies on structural changes in distribution systems have shown that this type of decision creates new opportunities to make other decisions that are beneficial for the performance of a distribution system, albeit in terms of costs and service. The aim of the second research question is consequently to study this issue, but from an environmental perspective. This question therefore reads:</p><p>- How do structural decisions in logistics create new opportunities to improve on the environmental performance of a distribution system?</p><p>The results of the study show that it is not sufficient to only consider transport work and emergency deliveries when the environmental effect of a centralisation is to be evaluated. It has also been concluded that centralisation creates an opportunity to make improvements within the distribution system that can prove beneficial from an environmental perspective. In summary, three characteristics besides transport work and emergency deliveries were identified as being of importance when considering the environmental effects of a centralisation. These included centralised flow, modal change, and bargaining power.</p><p>This model (<em>see full pdf</em>) does not aim to include all characteristics that can be relevant in an environmental evaluation of a centralisation, but rather those that have been found significant in this study. However, the model helps illustrate that there are many aspects that need to be considered in such an evaluation and that depending on the characteristics of the distribution system at hand the results can vary quite extensively.</p>

Systems thinking. Systems theory. The systems approach. All these concepts have in various guises been claimed as central to logistics management, since its dawning in the mid twentieth century. Such claims are the starting point of this dissertation, the purpose of which is to contribute to an increased understanding of systems thinking in logistics management research, both present and for future advances. The primary unit of analysis in this dissertation is thus logistics management research. The purpose is pursued through a strategy of triangulation of research approaches, via two research objectives: To describe the nature of systems thinking in logistics management research. To explore the merits for logistics management research of an interpretive approach to actors’ systems thinking. The term systems thinking in this dissertation denotes any somewhat ‘organised’ bodies of thought with aspirations to be ‘holistic’ in the sense of aiming for comprehensiveness. This part relates mostly to the systems part of the term. With regard to the other part, systems thinking is also regarded as a term that encompasses thinking about, and in terms of, systems; either that of researchers or that of actors in logistics practices. Systems thinking can sometimes be theorised on in such a way that it seems fair to label it as systems theory. Another term that is also frequently employed is systems approach. This denotes any approach to intervene in and/or conduct research on enterprises, with a holistic ambition. Such approaches can or cannot be informed by systems theory. By approach is meant the fundamental assumptions of the effort, such as ontological and epistemological positions, views on human nature, and methodologies. This dissertation employs an approach informed by a strand of systems theory labelled Critical Systems Thinking (CST). This builds on a pluralist strategy, which entails an awareness of the strengths and weaknesses of all types of systems approaches, and thus strives towards putting them to work under such circumstances in which they are best suited. The first objective is pursued by means of a combined inductive-deductive approach presented mainly through two peer-reviewed, published journal articles. The first is an extensive literature review of academic publications in logistics management; the second is a survey of logistics management academics. Results show that the systems thinking within the discipline most often is not informed by systems theory, and is oriented towards a narrow section of the available systems approaches. This is an approach that builds on an objective world-view (realist ontology), and which seeks knowledge in terms of different kinds of law-like regularities. There are variations to the kinds of knowledge that are sought, in the sense that some search for deeper, underlying generative mechanisms (structuralist epistemology), some seek causal relationships among observable phenomena (positivist epistemology). The common view on human nature is determinist, and methodologies are often quantitative. It is concluded that logistics management employs a functionalist systems approach, which implicitly assumes homogeneity in actors’ systems thinking in mutual contexts (i.e. shared logistics practices). The second objective is pursued by adopting an interpretive systems approach, thus embracing a nominalist ontology and interpretivist epistemology, in order to explore what benefits such a perspective can lend to logistics management. Informed by the pluralist commitment of CST, theoretical constructs and methods grounded in cognitive psychology are employed to study logistics management practitioners’ systems thinking through cognitive mapping. If this reveals heterogeneities in systems thinking among actors of a mutual context, in which a high degree of homogeneity can be expected, the rationale is that the dominant homogeneity assumption is insufficient. The study, presented through an unpublished working paper, concludes that actors’ systems thinking can differ in ways that render the assumptions of the functionalist systems approach inadequate. More thought, debate, and research on an interpretive systems approach within logistics management is called for. With constant expansions in the scope of ambition for logistics management in mind – towards larger enterprise systems in the spirit of supply chain management, towards more goals for enterprises than the traditional financial ones, and towards new application areas (e.g. healthcare) – it is recognised that more and more actors become stakeholders in the practices that logistics management research seeks to incorporate within its domain of normative ambitions. This leads to an expanding scope of voices that ought to be heard in order to legitimise efforts to improve logistics management practices. This in turn motivates that we should seek to accommodate not only interpretive systems approaches, but also emancipatory, in order to ensure normative prescriptions that are legitimate from the perspectives of as many stakeholders as possible, not only from the common a priori efficiency perspectives of functionalist logistics management research.

This is a Master’s Thesis that has been carried out at the Global Outbound Logistics department at Scania. Scania manufactures trucks, buses and engines. Some trucks and buses are delivered to markets where it, due to reduced customs duties and cheaper manpower, is more profitable to do the assembly locally at so called Regional Product Centres (RPCs). Since the components are produced far away from the RPC markets the lead times become long. In addition, the customers’ buying behaviour at the RPC markets is often not comparable to the European culture were a customer can accept to wait for weeks for a unit to be delivered. The long lead time in combination with the customer behaviour implies that the RPCs need to keep a certain selection of standard models of buses and trucks in stock. It has turned out to be difficult for the pipeline managers at the RPCs to place order volumes that correspond well to what will be delivered to the business units or distributors later on. The result of this is high stock levels at the RPCs, which leads to an important amount of tied up capital. Due to what is explained above, the purpose of this study is “to create a simulation model, based upon a process mapping, that visualises future volume levels in the pipeline due to different demand and ordering scenarios”. The short term target, which is also the target of this study, is to increase the RPCs understanding for how different demand and ordering scenarios influence the future volume levels in the pipeline. The long term target is to reduce tied up capital by adjusting buffer levels and lead times, while still ensuring a certain service level. The model should contribute to more accurate decision making with respect to the previous mentioned aspects. First, a high level process mapping was made in order to select which flows that were suitable for being subject for a detailed mapping. Second, a detailed mapping was made during which several RPC-, process- and function responsible were interviewed. After the detailed mapping, common denominators between the flows were identified and all activities were clustered into a solution that could be generalised and suitable for all flows. Factors such as lead times, deviation risks and capacity limitations were taken into account during the aggregation of activities. When a common view of the different RPC flows had been created, the mathematical relationships for how the goods can move throughout the process could be established. Then, the development and validation of the simulation model, which was an iterative process, could start. A directive was to build the simulation model in Microsoft Excel. Interviews were made with experienced model creators in order to find out how to create a user-friendly and robust model. The creation of the simulation model started with the development of a structure and then the content of each part was defined. A final validation, which consisted of sensitivity analysis and user trials, was finally done in order to ensure the simulation models functioning and accuracy. To conclude, a simulation model that will serve as a helpful tool for the RPCs when they are to decide which order volumes to place has been created. By clearly visualising the simulation results, the simulation model will hopefully increase the RPCs’ comprehension for how the pipeline works with respect to different ordering and demand scenarios. On top of this, the method used, the process mapping and the mathematical relationships that have been defined are important input for a possible future development of a more permanent and robust non-Microsoft Excel solution. This solution could probably be even more precise, automatically updated and have an even higher granularity.

Abstract In every prosperous city of the world , we could see the elevators in the huge buildings and great mansions , the escalators in the department stores and the passenger conveyers in the shopping mall or in the airport. People were dependent on the products of the elevator properties in deep. In this research , we used the analysis of the Delphi to inquire into the elevator property to find out the factors that made this property to be successful. The most important characterists are¡Gthe Global Logistics Management, the Creative Technlogical Management and Selling to the Top. The distinguishing features of the products of the elevator¡¦s property were such as¡G 1. In TAIWAN, the top 8 of the elevator¡¦s factory owners manufactured the elevators and also the related products together with the Global Logistics Management. 2. They paid more attentions to the studying ability and the tempo of the Creative Technlogical Management in order to change with each passing day and to keep improving. 3. The expenses of every project were enormous and the competed tactics were nimble. 4. Except for the top director , no one could make the decision. 5. It was not easy to handle the extensively selling market. 6. The educational background and the professional career of every regional director of the competed factory were all superior. In this study, I sincerely hope that I could do whatever is best for the elevator¡¦s property.

Abstract In marketing, the operation of port is similar to that of fast food restaurants in many kinds. When we operate a fast food restaurants, we should consider its¡¦ location, the amount of customer and connect with contiguous commercial circle. As well as the operation of port, the most important of that is not the facilities or management, but it¡¦s measure of area of commercial circle¡Xthe hinterland scope. Only the hinterland scope is large enough and its¡¦ economic development well, can support the huge investment of port building up, and also can keep or attract the shipper or the owner of cargo by more preferential fixed price. In economic development of the hinterland, the present economic development of mainland China can make up a deficiency of Kaohsiung Port¡¦s reducing of amount of cargo by shortage of inner market demand. When we consider the competition of Kaohsiung Port in the point of view, we analyze the proposition through Information Electronics Industry. Because of Global Logistics Management, the logistics mode between Cross-straits is providing mainland China the key to components by Taiwan, deep going processing in Taiwan. To export cargo to Overseas Configuration Center commonal from Taiwan and Mainland, Taiwan or mainland China Direct shipment, to estabilish Local Buffer Center in mainland China. Basing on this five logistics mode, there have high demand of physical distribution of Information Electronics Industry between Cross-straits, port play the important role in this process of distribution. And we presume that Kaohsiung Port can promote its competition by the situation. So in this thesis, we demonstration the close relation between the development of industry and the developing of port by comparing the Information Electronics Industry development in hinterland of Kaohsiung Port with of Shanghai Port. And we further analysis the development strategy for the hinterland of Kaohsiung Port and city. As follows is the conclusion of this thesis: I. In port aspect, we should replan the development tactics of Internation Distripark and Free Trade Port. II. In port city aspect, we should perfect the joint of air transportpion and marine transporzation, and regulate the industrial structure. III. In the aspect of the cooperation of Cross-straits port, first of all is to solve the directshipment problem between cross-straits to promote Kaohsiung Port to the pirot of Global and mainland China. Second to construct the group of cross-straits port based on the cooperation of Taiwan and mainland china. IV. In the aspect of government policy, we emphasize the development of Global Logistics Management into the logistics center of region or global gradually based on this policy.

In today's marketplace firms have to become specialized in specific technological aspects in product development due to intensifying competition. Further, the increasing complexity of offerings make firms become more dependent on other value-chain contributors such as providers of complementary and component technologies. Therefore, in addition to the inherent market of appeal of product, a successful introduction may depend on the firm's interactions with suppliers and even "competitors". These interactions with other firms in the marketplace present a unique set of challenges to firms. In this dissertation, we explore how a firm's approach to interacting with supply chain partners and/or competitors may depend upon how its product provides value to customers. In the first essay, we look into how a firm should design the interdependence between a durable good and a consumable such as a printer and a cartridge and utilize the benefits of an industry of generic consumable suppliers. In the second essay, we analyze the different approaches that firms adopt while commercializing their technologies to competitors in a networked environment (such as telecommunications). We identify the impact of the competitor's development capabilities on the trade-off between the increased competition and network benefits. In the third essay, we explore situations in which firms collaborate to develop a component innovation that they later market individually; they codevelop and jointly market; and they choose to individually develop and market. We consider how competitive strategies between development partners should consider the influence of supplier formation on the investment incentives of an OEM. In summary, this dissertation examines how the management of interactions with supply chain partners and competitors can play an important role in technology development and deployment. Our results highlight key trade-offs and provide insights for managers who are involved in developing and deploying new products. / text

Purpose - The purpose of this thesis work is to explore how the fully implemented AEC affects cross-border trade in the ASEAN, and based on the findings determine how multinational companies should adapt their logistics strategy to the change. To achieve this purpose the following research questions will be answered: How will the AEC affect the distribution of goods in the ASEAN? How should a multinational company adapt their logistics strategy to the new conditions? Methodology - To explore the opportunities and threats regarding the fully implementation of AEC, the authors had to complete 4 phases including a pre-study, literature study, case study, and data analysis. The pre-study was about the basics of ASEAN. The Literature study was mainly about Logistics Management, Strategic Management, Contingency Theory, and AEC, and its aim was to find out the key factors affecting logistics strategy and how the AEC affects them. In order to locate what opportunities and threats that arise along the affected factors, a case study was conducted by studying a real-life example on a case company, through interviews and tariff tables. Additionally, data analysis was done throughout the thesis work by structured methods and a PEST analysis. Findings - Literature study showed that the affected factors where tariffs, NTBs, ROO, trade facilitation, customs integration, standards, and TBTs. After analysing how the affected factors will change the business environment by a PEST analysis, the authors found that the most crucial threat is increased competition and the greatest opportunity is in the ease of moving goods and the size of the market. Hence, for a multinational company, the best strategy in this case is a Strategic choice strategy, which is both proactive to the change and somewhat able to influence the business environment. The case study showed that in the current situation, the best economic logistics strategy is through Malaysia, no matter end destination. After the fully implemented AEC, the Free Trade Agreements for each country will be the deciding factor. Implications - This thesis is made in ASEAN for multinational companies who is considering in which ASEAN member country to use as an assembly point for the ASEAN market after the implementation of AEC. For these companies, this study can be a fundamental part of their decision. Research limitations - In this thesis, the affected factors known by literature has been considered when evaluating the consequences of a fully implemented AEC. The case study is including half of the ASEAN members and in a given order. In addition only the external business environment, and more specific the general environment, was taken into consideration. In further studies, a benchmark could be performed in order to find literature unknown factors, all ASEAN members should be included in various combinations of orders, and considering the whole business environment.

Over the past couple of decades traditional manufacturing techniques have been replaced by lean production around the world. This change in production methodology brought about the opportunity for numerous companies to reduce costs and customer lead time through the application of this lean philosophy. The worldwide shift from traditional manufacturing to lean manufacturing can be ascribed to the success of Toyota Motor Company. Lean manufacturing refers to a manufacturing improvement process in order to minimize or eliminate waste while maximizing production flow (Tapping, et al., 2002:30). A value stream includes all the operations and processes to transform raw material into finished products or services. Value stream is a management tool used for the planning of a production process involving lean techniques through systematic data capturing and analysis (Tapping 2002 et al., 41). Value stream is a proven process for planning the improvements that will allow companies to develop lean practices. One key to Toyota’s success that GMSA and many other South African companies have not been able to emulate is the transformation of their suppliers to apply the lean philosophy. This lack of supplier transformation is due to various reasons including supplier proximity, supplier relationships, supplier performance levels, and the ordering policies used for supplied parts. Even though many manufacturing organizations realize the importance of practicing lean manufacturing techniques, few organizations apply lean techniques with the required knowledge and tools to transform their organization from traditional manufacturing to lean manufacturing. This research project is based purely on the lean manufacturing principles and philosophies. The aim of the study is to make GMSA’s suppliers aware of the principles and processes of lean manufacturing and to develop a lean implementation strategy to assist organizations with the successful implementation of lean practices. In order to correctly implement and sustain lean manufacturing practices this study will also focus on supplier support and development and the behavior an organization must exhibit to make this transformation a success. The research methodology comprised the following steps: • A literature study was performed by the researcher to get a better understanding of the principles and philosophies of lean manufacturing; • A second literature study was also performed to get a better understanding of the continuous improvement philosophies of lean manufacturing including supplier support & development; and • To accomplish the objectives of this study, interview sessions were conducted with four senior managers of General Motors South Africa. The researcher selected the interviewees from the following departments within General Motors South Africa: Global Purchasing and Supply Chain; Supplier Quality and Development; Vehicle Assembly Operations and Material Supply. The interviewees from General Motors South Africa were identified as qualified data sources for this research project, as their professional opinions and viewpoints could best address the research questions.

Luxury fashion brands seem to contradict sustainability. The values of sustainability are commonly associated with terms such as sharing, collaboration, austerity, and collective thinking. Luxury, however, is associated with excess, self-indulgence, delight and decadence (Kapferer & Bastien, 2012:360). Further paradoxes exist where the apparel of the luxury consumer is often manufactured by labourers in low wage-paying producing countries. High wastage is evident in the seasonality of the fashion industry. However, work opportunities are created by the fickleness of the fashion industry and the constant need to own the most current designs (Black, 2012:8). Owing to the high visibility of luxury fashion and the contractions between one -- on the one hand -- supplying income to families by way of employment and -- on the other hand -- not complying to sustainable international human resource practices, fashion brands are the focus of many non-governmental organisations (NGOs) that use the mass media to expose any social wrongdoing in the industry. Luxury fashion brands are constantly in the spotlight, as highlighted in articles posted by the Clean Clothes campaign, a custodian for employees in the global garment industries; Greenpeace; and People for the Ethical Treatment of Animals (PETA). An example of such practices was when Greenpeace reported in 2009 that shoe brands such as Timberland and Clarks were manufactured from leather sourced from the hides of cattle in illegally deforested areas in Brazil. This provided negative publicity for these luxury shoe brands as well as for the Brazilian government that was financing this project (Vurro, Russo & Perrini, 2009:609). The luxury fashion brand industry, as well as the consumers of luxury fashion labels, are accused -- often only for the sake of sensationalism -- of living in the lap of luxury whilst maintaining a supply chain that is riddled with unsustainable practices. The social structure and hierarchy of patrons within a community have, since the Middle Ages, been signalled by the clothes they wore. Social class was a birthright. Today, sporting luxury brands continues to serve as status symbols, but unlike mediaeval times, it is not limited to people with a high social standing at birth as one can work for status, and purchase the items because one deserves them. (Han, Nunes, & Drèze, 2010:15). In 2009, during the International Herald Tribune (IHT) Suzy Menkes, the fashion editor at The Herald, called for “luxury”’ and “fashion” to be separated. Luxury prides itself in its handcrafted garments manufactured by respected tradesmen in the industry. The outcome is that the manufactured goods are made to last a lifetime (Gibson, 2012:23).

M.Phil. / Successfully establishing an organisational service delivery footprint in Africa is a challenge that faces many South-Africa-based companies. Africa is a large continent, containing numerous countries, dialects and cultures. Each country presents its own set of unique opportunities and threats, and therefore a focused approach is required to develop a plan for organisations to not only grow into new markets and to service new clients, but also to expand service-rendering capability among its current clients by providing services from the product source to their end destination in Africa. It is therefore the purpose of this research project to focus on Mozambique and the Port of Maputo, with a detailed consideration of the strategic value that the Port of Maputo presents to organisations on the basis of its geographic location and proximity to product sources, both within Mozambique and its neighbouring countries ...