Parcel carriers are susceptible to changes in the supply chain industry, as the carrier industry consists of many stakeholders who have an impact on the way they function. The stakeholders in the carrier industry are directly affected by the market trends that in turn affect the carrier business. Currently, E-commerce has a major influence on supply chain design, the operation of parcel carriers and the consumers. One main area of this thesis study is to analyse the impact of E-commerce on the parcel carriers in the EU and the US. Over time, E-commerce has caused a shift in the logistics industry that has made the carriers update the solutions they provide to their customers and to update their operations to accommodate the changes brought about by E-commerce. Since the operations of carriers in the EU and the US are different, this study focusses on five major parameters (Segmentation, Networks, Services, Specification and Tariff Structure) that help understand the carriers better in these two regions. This study will also help European Logistics Software Providers to re-organise themselves so it may help them to perform better integration processes between the carrier and their customers. It is evident that E-commerce has affected the parcel carrier industry and that the Logistics Software Providers must consider these parameters to have harmonized collaboration between the stakeholders in the supply chain. It is also difficult to normalize the selection of factors to be considered in the selection of a parcel carrier since the factors have a different effect in different regions around the world.

En la actualidad, los importadores y comercializadores de vehículos livianos nuevos en el Perú tienden a centralizar y tercerizar sus necesidades de logística automotriz (almacenamiento, pdi y distribución), pero la oferta actual es deficiente, tal como se comprueba en la encuesta realizada. Esto representa una oportunidad, considerando que se espera un crecimiento sostenido del nivel de ventas de vehículos nuevos en nuestro país (68% acumulado del 2018 al 2027), según proyecciones de la Asociación Automotriz del Perú (AAP). MAQUINARIAS S.A., es una empresa reconocida en el sector automotriz peruano, ya que cuenta con más de 60 años, y actualmente atraviesa una etapa de cambios, lo cual hace que cuente con capacidad instalada disponible (almacén, infraestructura y equipos). El presente proyecto (2020-2029), propone la creación de una propuesta de valor diferenciada y centrada en: la ubicación del almacén y la reputación de la empresa, definiendo estrategias de penetración de mercado, con el objetivo de posicionar esta nueva línea de negocio y alcanzar como mínimo el nivel de ocupación proyectado (empezando con 25% en el primer año y con un crecimiento de 10% anual). La inversión inicial es S/ 2’639,468.03, (60% capital social - S/ 1’583,680.82) y (40% financiamiento - S/ 1’055,787.21), determinando un WACC de 11.12%, por lo que luego de la evaluación económico-financiera se obtiene un VAN positivo, una TIRM mayor al WACC y un periodo de recuperación dentro del periodo de análisis. Por tanto, se concluye que el proyecto es viable, por lo que se recomienda su implementación. / Currently, importers and dealers of new light vehicles in Peru tend to centralize and outsource their automotive logistics needs (storage, pdi and distribution), but the current supply is poor, as verified in the survey. This represents an opportunity, considering that a sustained growth in the level of sales of new vehicles in our country is expected (68% accumulated from 2018 to 2027), according to projections of the Asociación Automotriz del Perú (AAP). MAQUINARIAS S.A., is a recognized company in the peruvian automotive sector, since it has more than 60 years, and is currently going through a stage of changes, which makes it have available installed capacity (warehouse, infrastructure and equipment). The present project (2020-2029), proposes the creation of a differentiated value proposal focused on: the location of the warehouse and the reputation of the company, defining market penetration strategies, with the aim of positioning this new line of business and reach at least the projected occupancy level (starting with 25% in the first year and with an annual growth of 10%). The initial investment is S / 2'639,468.03, (60% share capital - S / 1'583,680.82) and (40% financing - S / 1'055,787.21), determining a WACC of 11.12%, so after the economic-financial evaluation, a positive NPV is obtained, a TIRM greater than the WACC and a payback period within the analysis period. Therefore, it is concluded that the project is viable, so its implementation is recommended. / Trabajo de investigación

demand for truck transportation is increasing and in the shadow the CO2 (carbon dioxide) emissions. In many parts of the world the majority of the transportation of goods is done by long-haulage trucks. More than 60% of all goods transported in Brazil are made by trucks (André Luiz Cunhaa, 2011). Therefore, it is critical to find solutions and actions on how to reduce the CO2 footprint.This thesis presents an evaluation of the knowledge and perceptions of sustainability among truck drivers and long-haulage freight transport companies in Brazil. For this, surveys to drivers and with a combination of surveys and interviews to logistics companies were done. The surveys and interviews covered energy and environmental related questions such as eco-driving, alternative fuels, fuel reductions actions, emissions, engine efficiency and the EU emissions standards.It has been found that only slightly more than half of the truck drivers have education in eco-driving despite that eco-driving is considered as the strongest action for reducing fuel consumption. In addition, many drivers do not know the benefits with eco-driving. However, this lack of knowledge among the drivers is in contrast known by the logistic companies. All logistics companies stated that eco-driving can decrease the fuel consumption by 10%, based on experience. The results are also an indication that there is a connection between companies with profit and eco-driving education. For companies with profit, 70% of the truck drivers have been educated in eco-driving, whereas companies with economic loss only 50% of the truck drivers are educated eco-driving . Another finding is that around half of the driver does not know the difference between the European emissions standards, again in contrast to the logistic companies management were all contacted knew the difference, i.e. emissions. This potentially indicates a lack of knowledge exchange between the management in logistic companies and the truck drivers.In addition to eco-driving, the drivers and logistics companies consider driving outside peak hours and the use of connectivity as strong actions for reducing their fuel consumption. Increasing the load capacity and custom made truck was not a frequent answer when asking how the drivers think they can reduce their fuel consumption. A result is also that one third of the logistic companies have been considering switching from petroleum diesel to alternative fuels.Both the truck drivers and the logistic companies know that the currently used trucks are not a sustainable transportation mode. They see the lack of economic incentives as the highest barrier for a more environment friendly transportation system and not the technology needed.In order to reduce the greenhouse gas emissions from the long-haulage sector, more drivers must be educated in eco-driving and the knowledge has to be increased regarding among other the benefits with eco-driving and the difference between the Euro standards. Decreasing the amount of empty trips is also an approach that should receive more attention. / Efterfrågan på lastbilstransporter ökar och därmed utsläppen av koldioxid. I många delar av världen görs majoriteten av godstransporter av lastbilar. Mer än 60% av alla gods som transporteras i Brasilien utförs av lastbilar (André Luiz Cunhaa, 2011). Därför är det viktigt att hitta lösningar och åtgärder för att minska koldioxidavtrycket från sektorn.Denna uppsats presenterar en utvärdering av kunskapen och uppfattningarna om hållbarhet hos de lastbilsförare och godstransportföretag i Brasilien. För detta genomfördes enkätutdelning till förare och med en kombination av enkätutdelning och intervjuer hos logistikföretagen. Undersökningarna och intervjuerna omfattade energi- och miljörelaterade frågor som eco-driving, alternativa bränslen, bränslereducerande åtgärder, CO2 utsläpp, motor effektivitet och EU: s utsläppsnormer (Euro 1-5).Det har visat sig att endast drygt hälften av lastbilschaufförerna har utbildning i eco-driving trots att eco-driving anses vara den starkaste åtgärden för att minska bränsleförbrukningen. Däremot vet många förare inte fördelarna med eco-driving. Denna brist på kunskap bland förarna är däremot känd av de logistiskföretagen ledning. Samtliga logistikföretag uppgav att eco-drivning kan minska bränsleförbrukningen med 10%, baserat på erfarenheter. Enkätresultaten visar också en indikation på att det finns en koppling mellan företag med vinst och eco-driving. För företag med vinst har 70% av lastbilschaufförerna utbildats i eco-driving, medan företag med ekonomisk förlust där endast 50% av lastbilschaufförerna är utbildade eco-driving. Ett annat resultat är att ungefär hälften av föraren inte känner till skillnaden mellan de europeiska utsläppsnormerna, i motsats till logistiskföretagens ledning där alla kontaktade visste skillnaden, det vill säga utsläpphalten. Detta indikerar en brist på kunskapsutbyte mellan ledningen i logistikföretag och lastbilsförarna.Förutom eco-driving ser både lastbilschafförerna och logistikbolagen körning utanför rusningstraffiken samt användning av connectivity som starka åtgärder för att minska bränsleförbrukningen. Att öka lastkapaciteten och custom made trucks var inte ett vanligt svar när enkäten frågade hur förarna tror att de kan minska sin bränsleförbrukning. Ett resultat är också att en tredjedel av de logistiskbolagen har övervägt att byta från petroleumdiesel till alternativa bränslen.Både lastbilsförarna och logistikföretagen vet att de för nuvarande använda lastbilarna inte är hållbart ur ett miljöperspektiv. De ser bristen på ekonomiska incitament som det högsta hinderet för ett miljövänligare transportsystem och inte brist på teknik.För att minska utsläppen av växthusgaser från långdistanssektorn måste fler förare utbildas i eco-driving och kunskapen måste ökas, bland annat med fördelarna med eco-driving och skillnaden mellan Euro-normerna. Att minska antalet tomma resor är också ett tillvägagångssätt som bör uppmärksammas mer.

Background  Global warming caused by greenhouse gas emissions necessitates a decrease in carbon emission caused by the truck transport industry. To combat the threat of global warming, goals are being set up on a global, national and corporate level. These goals are putting pressure on logistics service providers to decrease the emissions within the truck transport industry. Implementation of green practices is found to be especially challenging within heavy truck transport due to weight and distance of the transport characteristics. In order to achieve emission reductions, logistics service providers are dependent on the alignment with their transport buyers, known as shippers to implement green logistics practices. Purpose The purpose of this study is to identify challenges and enablers for sustainable green transitions within heavy truck transports among shippers and logistics service providers. The study formulates two research question to help achieve the purpose, these questions are focused on challenges and enablers among both shippers and logistics service providers.  Method The study employs an explorative research approach in a multiple case study setting. Three configurations of shipper-LSP relationships are studied and analyzed through thematic analysis, the researchers also conducted a cross-case analysis to compare and identify similarities and differences between the cases in order to draw conclusions.  Conclusion A green transition within the heavy truck transport sector face numerous challenges. The challenges include a high dependency on vehicle development, lacking infrastructure, alignment issues between shippers and logistics service providers and trade off dilemmas. In order to overcome the issues findings, suggest that shippers and LSPs should focus on creating shared goals in order to facilitate implementation of green logistics practices and mitigate the challenges.

The logistics industry causes various harms to the environment. The literature assigns the main responsibility for alleviating such harms to two supply chain actors: shippers (logistics buyers) and logistics service providers (LSPs), which motivated studying them in this thesis. Specifically, this thesis explores and identifies how green logistics practices can be facilitated through aligning both actors throughout the different phases of their relationships. Two studies are compiled. The first study is based on five distinct cases -- three shippers and five LSPs, providing the basis for two papers: (i) one that analyses the institutional pressures (regulatory, market, competitive) on shippers to purchase green logistics services, and on LSPs to provide these services, and (ii) one that investigates the two actors’ stances on environmental concerns in the four key logistics purchasing phases (request for proposal, negotiations, contracting, execution), while proposing ways to align their efforts along such phases. The second study covers a single case of a dyadic relationship between a shipper and its LSP, handling enhancing logistics performance (cost efficiency, on-time delivery) in the early stages of their relationship. The findings indicate a general lack of regulatory pressure in driving shippers and LSPs to engage in green logistics, contrasted by a long-term influence of competitive pressure and a prevalent influence of market pressure. It was also found that both actors must put substantial efforts in the beginning of their relationships to reach a mutual business understanding, allowing performance and green enhancements. In the execution, it was found that both partners should regularly communicate performance metrics while modifying working standards, which would also support their green practices. For practitioners, insights are offered to align shippers’ and LSPs’ efforts within their relationships to attain positive performance and green outcomes. / <p>QC 20180223</p>

According to the service orientation design paradigm there are business (BS) and electronic services (ES). BS encapsulate business concerns. ES encapsulate computing systems, information systems and software applications. In environments with a high number of BS and ES the decision on which ES provides the most suitable support for a certain BS is not a trivial task. The objective of the thesis is to provide models, methods, and techniques for preselection of ES for a given BS. Preselection is about reducing the large amount of ES to a significant smaller amount under the consideration of a particular BS.

According to the service orientation design paradigm there are business (BS) and electronic services (ES). BS encapsulate business concerns. ES encapsulate computing systems, information systems and software applications. In environments with a high number of BS and ES the decision on which ES provides the most suitable support for a certain BS is not a trivial task. The objective of the thesis is to provide models, methods, and techniques for preselection of ES for a given BS. Preselection is about reducing the large amount of ES to a significant smaller amount under the consideration of a particular BS.

Background: In a larger picture, companies are hiring third party logistics operators who have the task to manage all or part of logistics operations such as storage, transport and packaging. The case company strives to constantly improve in order to get a better understanding of the requirements in connection with procurement. More and more demands are placed on the corporates responsibility along with the procurement. Corporate social responsibility describes a company’s responsibility judging by three dimensions: Ecologic, economic and social. Purpose: The purpose is to decide from a corporate social responsibility perspective which demands are meaningful while purchasing logistic services from a third party logistics operator. Method: This study is a case study at a third party logistics operator. The study is built upon an abductive research approach and the results are collected through semi- structured interviews with the company along with the three potential customers. This theoretical referencing is built from scientific article, books and websites. Conclusion: The amount of requirements put on a third party logistics operator from an economical responsibility perspective is twice as much with ecological responsibility perspective. The least demands is required by social responsibility. The operator’s price and quality on the service, correctly maintained goods, withholding of vehicles, ability to communicate electronically and localizing are the requirements that are made from the economical responsibilities perspective. Fuel usage and environmental class vehicles and that the operator has an environmental goal are required by ecological responsibilities perspective. The social responsibilities perspective requires long-term collaboration and fair working conditions. This study has contributed knowledge about the requirements by corporate social responsibilities three dimensions and how they affect third party logistics operator. / Bakgrund: I en allt större utsträckning anlitar företag tredjepartslogistik-aktörer som har till uppgift att sköta hela eller delar av logistikverksamheten som lagring, transportering och paketering. Fallföretaget, som är en tredjepartslogistik-aktör, strävar efter att ständigt förbättras för att få en ökad förståelse för de krav som ställs i samband med upphandling. Allt fler krav ställs på företags ansvarstagande i samband med upphandling. Corporate social responsibility beskriver ett företags ansvarstagande utifrån tre dimensioner: ekologiskt, ekonomiskt och socialt. Syfte: Syftet är att utifrån corporate social responsibility utforska vilka krav som är betydelsefulla vid inköp av logistiktjänster från en tredjepartslogistik-aktör. Metod: Denna studie är en fallstudie hos en tredjepartslogistik-aktör. Studien bygger på en abduktiv forskningsansats och resultatet är insamlat genom semistrukturerade intervjuer med fallföretaget samt tre potentiella kunderna. Den teoretiska referensramen är uppbyggd utifrån vetenskapliga artiklar, böcker och hemsidor. Slutsats: Antalet ställda krav på en tredjepartslogistik-aktör utifrån ekonomiskt ansvarstagande är dubbelt så många jämfört med ekologiskt ansvarstagande. Minst krav ställs utifrån socialt ansvarstagande. Aktörens pris och kvalitet på tjänsten, korrekt hantering av gods, underhåll av fordon, förmåga att kommunicera elektroniskt och lokalisering är krav som ställs utifrån ett ekonomiskt ansvarstagande. Bränsleval och miljöklass på fordon samt att aktören har ett miljömål är krav som ställs utifrån ett ekologiskt ansvarstagande. Långsiktigt samarbete och rättvisa arbetsvillkor är krav som ställs utifrån socialt ansvarstagande. Denna studie har bidragit med kunskap angående ställda krav utifrån corporate social responsibility:s tre dimensioner och hur de påverkar valet av tredjepartslogistik-aktör.

La recherche souligne, selon une perspective béhavioriste, l’importance grandissante de l’intermédiation logistique à travers le rôle dynamisant du PSL au sein des chaînes logistiques multi-acteurs. En s’éloignant de son métier historique, en l’occurrence la gestion de simples acheminements, le PSL évolue vers des services à plus forte valeur ajoutée, voire de nouveaux métiers, qui transforment en profondeur le fonctionnement de ces chaînes. S’inscrivant dans une logique d’exploration, la recherche participe à enrichir les travaux antérieurs relatifs au PSL, souvent de nature technique, par une approche béhavioriste. Le PSL est d’abord un acteur, doté d’objectifs propres, qui développe un comportement stratégique singulier ; il ne se résume pas à être un simple exécutant opérationnel d’activités issues d’une externalisation voulue par des chargeurs à la recherche d’une minimisation des coûts. Une telle approche, jusque-là peu explorée, permet de mieux saisir le rôle dynamisant du PSL dans les chaînes logistiques multi-acteurs, tout particulièrement dans le contexte français. Il ressort de la recherche que le PSL a acquis un pouvoir suffisant pour en influencer le fonctionnement. Il occupe une position de choix pour capter durablement de la valeur, autrement dit, bénéficier de transfert d’activités, de compétences et de ressources de la part des chargeurs. / The goal of our research is to underline, from a behavioral angle, the increasing importance of logistical intermediation through the LSP’s dynamic role within supply chains. By digressing from its historical profession, the management of simple carriages to be specific, the LSP is moving towards high added value services, even new trades, which deeply transform the chains’ functioning. By falling within an exploratory logic, this research participates in enriching the previous works about LSP, mainly of a technical nature, through a behavioral approach. At first, the LSP is an actor which has his own goals and who develops a singular strategic behavior: it does not amount to be a simple operational performer of activities coming from an outsourcing required by shippers in search of a minimization of the costs. Such an approach, which has not been explored so far, enables a better understanding of the dynamic role of the LSP in supply chains, particularly in the French context. It comes out of the research that the LSP has acquired enough power to influence its functioning. It is rightly placed to get some value durably, in other words, to benefit from transfer of activities, skills and resources from the shippers.

Under en lång tidsperiod har transportering av gods förekommit och i dagens samhälle blir det allt mer vanligt att man anlitar en tredjepartslogistik-aktör (TPL-aktör) som sköter hela eller delar av ett företags distribution. Fallföretaget i denna studie är en nyetablerad TPL-aktör som idag inte nått ut till så många kunder som önskat. Fallföretaget erbjuder ett flertal tjänsten inom logistik, som t.ex. lagring, packning, transport, flyggodshantering och säkerhetsrådgivning.   Syftet med denna studie är att identifiera och redogöra för vilka krav som är betydelsefulla vid urval av TPL-aktör. För att kunna skapa ett underlag till studien samt besvara studiens syfte har litteraturstudier samt intervjuer genomförts med fallföretaget, tre av deras befintliga kunder samt en potentiell kund. Utifrån vetenskapliga artiklar, litteratur samt webbsidor har en relevant teori tagits fram. Studiens empiriska material som bestod av intervjuer jämfördes och ställdes i en analys, mot den samlade teorin (för att därefter kunna dra en slutsats).   Resultatet består av intervjuer med befintliga kunder att samt en intervju med en potentiell kund. I intervjun framkommer det att de mest förekommande och avgörande kraven som ställs vid val av TPL-aktör för kunderna samt fallföretaget är leveranssäkerhet, pris och kundservice. Kund A och den potentiella kunden är de enda som nämner närhet som en betydande faktor. Även informationsdelning är en faktor som nämns att vara betydande för respondenterna. Kund A samt den potentiella kunden ser flexibilitet som ett avgörande krav vid val av TPL-aktör. Alla befintliga kunder samt den potentiella kunden värdesätter leveranssäkerhet väldigt högt. Kund C anser att rätt resurser och rätt egenskaper är ett krav som ställs på TPL-aktören men även den potentiella kunden ser det som en betydande faktor.   Man kan dra slutsatsen att de främsta anledningarna till varför företag väljer att outsourcar delar av sin logistikverksamhet beror på att de vill spara pengar och fokusera på den egna kärnverksamheten. De mest förkommande kraven som ställs på en TPL-aktör enligt de kunder som intervjuats, är god leveranssäkerhet, bra pris, bra kundservice, korrekt informationsdelning och god flexibilitet. Rätt resurser och rätt egenskaper som hög pålitlighet är faktorer som specifika för just val av TPL-aktör, inom flyggodslogistik. / Transportation of goods has existed for a long period of time, and in today's society it has become increasingly common to employ a third-party logistics actor (TPL-actor) which manages all or part of a company's distribution. The case company in this study is a newly established TPL-actor which has not yet reached as many customers as desired. The case company offers a number of logistics services, such as storage, packing, transport, handling of flight goods and safety consulting.   The purpose of this study is to identify and describe what requirements are important when selecting a TPL actor.   A literature study have been conducted. Existing and potential customers of the case company have been interviewed. The study´is empirical material that consisted of interviews was compared and later, in a analysis, put up against the overall study to draw a conclusion.   As for the findings, it consists existing customers as well as an interview with a potential customer. It appears in the interview that delivery security, price and customer service are the most occurring and crucial requirements when choosing a TPL-actor. Customer A and the potential customer are the only ones that mentions proximity as a significant factor. Information sharing is also another factor which is significant according to the respondents. Costumer A and the potential customer sees flexibility as a crucial requirement when choosing a TPL-actors as well. All existing customers and the potential customer values delivery security highly. Customer C considers that right resources and right attributes is a requirement placed on the TPL-actor which the potential customer agrees upon.   As a conclusion, the main reason to why companies outsource the parts of their logistics management is to save money and focus on the core competence of the business. The most occurring requirements placed on TPL-actors according to the interviewed customers are, good delivery security, good price, good customer service, correct information sharing and good flexibility. Right resources, right attributes as well as high reliability are factors that are specific regarding the selection of TPL-actors, within air goods logistics.