Denna studie undersöker cykellogistiken och hur fenomenet kan bidra till en mer hållbarcitylogistik. Undersökningen sker genom att dels utforska hur cykellogistiken presenteras somen hållbar lösning inom den tidigare forskningen samt genom att studera hur kommunen samttransport- och logistikföretagen i Malmö förhåller sig till fenomenet. Med hjälp av den tidigareforskningen och olika teorier utreder vi hur aktörskonstellationen i Malmö ser påcykellogistiken samt vilka åtgärder som krävs för att bidra till en förändring för hållbara urbanagodstransporter. Undersökningsmetoden som tillämpas i studien är en kvalitativintervjuundersökning. Studiens resultat visar att kommunen behöver införa restriktioner i formav bland annat tidsbegränsningar och höjda parkeringsavgifter för att kunna bidra till enomställning för urbana godstransporter. Resultatet visar även att det i enlighet med studiensteoretiska utgångspunkt går att observera en förändringsprocess inom citylogistiken och för last mile leveranser där cykellogistik som fenomen börjar tilltala allt fler aktörer inom transportoch logistikbranschen. / This study examines cycle logistics and how the phenomenon can contribute to a moresustainable city logistics. This partly by exploring how cycle logistics is presented as asustainable solution in previous research and by studying how the municipality and transportand logistics companies in Malmo relate to the phenomenon. This study investigates, with thehelp of previous research and different theories, how the actor constellation in Malmo viewscycle logistics and which measures are required to contribute to a sustainable change for urban freight transport. The method used is a qualitative interview survey. The results of this study show that the municipality needs to introduce restrictions in the form of for instance timeconstraints and increased parking fees to be able to contribute to a sustainable change for urban freight transport. The results also show that a change in accordance with the study’s theoretical starting point can be observed in accordance to last mile deliveries for city logistics where cycle logistics as a phenomenon is starting to appeal to more and more actors in the transport and logistics industry.

Europeiska unionens e-handelsrapport från 2019 beskriver en fortsatt ökning av e-handel, samt att en stor andel av den svenska befolkningen handlar via nätet. E-handel möjliggör gränslös handel mellan berörda verksamheter och konsumenter. Begreppet ”last mile”, sista milen, är ett logistiskt moment inom försörjningskedjor där gods transporteras den sista sträckan i distributionen innan den når slutkunden. Till skillnad från traditionella godstransporter i större partier, har e-handelns transporter av enskilda paket fragmenterat både laster och distributionsnätverk. Med ökad e-handel har last mile uppmärksammats som ett problem. I glesbefolkade områden förstärks last mile problematiken med fragmenterade transporter i och med färre leveranspunkter samt lägre kunddensitet. Syftet med föreliggande studie är att undersöka hur distributionen av paket kommer att utvecklas i Sveriges glesbebyggda områden. Studien använde en kvalitativ metod med induktivt genomförande. Den kvalitativa metoden som användes för att samla in primärdata var semistrukturerade intervjuer. Då rapporten ska belysa aktörer i B2C last-mile leveranser, genomfördes intervjuer med yrkesverksamma inom logistikbranschen samt akademiker verksamma inom logistik. Studien visade att glesbefolkade områden har otillräckliga paketvolymer för att distributörer ska kunna utföra mer effektiv last mile distribution. Därmed kan servicegraden i glesbygder inte likställas med den som i större städer och tätorter, vilket heller inte förväntas av glesbydsmottagare. Studien visade även att last mile distributionen inom glesbygder har utrymme för inkrementell utveckling. Det berör effektivisering av befintliga distributionsmöjligheter, istället för innovativa lösningar. Paketautomater är ett av de koncept som kan innebära en potentiell förbättring av servicegraden, givet att den infrastruktur av paketautomater ska verka i ett öppet system, och inte är bundna till varken enskilda distributörer eller butiker. Invånarna i glesbygdskommuner kan även ta sitt eget initiativ för att förenkla upphämtningen av paket för varandra genom olika lokala samordningar, för att göra sig mer oberoende av aktörers bristande närvaro. En möjlighet för distributörer som är verksamma med last mile inom glesbygder för att uppnå bättre transporteffektivitet i viss omfattning är konsolidering och samverkan i högre grad. Däremot är potentialen inte tillräckligt stor att på egen hand förbättra servicegraden i glesbygder och beredskapen bland distributörer är för låg att göra detta. / The European Union's e-commerce report from 2019 shows a continued increase in ecommerce, and that a large proportion of the Swedish population shop online. E-commerce enables borderless commerce between the businesses concerned and consumers. The term ”last mile” is a logistical stage in supply chains where goods are transported in the final leg in of the distribution chain before it reaches the end customer. Unlike traditional freight transports in large quantities, e-commerce transport of individual parcels has fragmented both cargo and distribution networks. With increased e-commerce, the last mile has been highlighted as a problem. In rural areas, the last mile problem is amplified with fragmented transports due to fewer delivery points and lower customer density. The purpose of this study is to investigate how the distribution of parcels will develop in Sweden's rural areas.     The study used a qualitative method with inductive reasoning. The qualitative method used to collect primary data was semi-structured interviews. As the report will primarily emphasize actors in B2C last-mile deliveries, interviews were conducted with professionals from the logistics industry and academics.     The study showed that rural areas have insufficient parcel volumes for distributors to execute efficient last-mile deliveries. Thus, the level of service in rural areas can not be equated with that in larger cities and urban areas, which is also not expected of its inhabitants. The study also showed that last-mile deliveries in rural areas have room for incremental improvements. It concerns increased efficiency of existing distribution opportunities, instead of innovative solutions. A Parcel locker is one of the concepts that can mean a potential improvement in the level of service, given that the infrastructure of the lockers must operate in an open system, and not be bound to either singular distributors or stores. The inhabitants of rural municipalities can also take the initiative to enable easier parcel pick-ups for each other through various local cooperations, to make themselves more independent due to the lack of presence of distributors. One opportunity to achieve better efficiency of transports to a certain extent for distributors who operate with last-mile deliveries in rural areas is consolidation and collaboration to a greater degree. However, the potential is not large enough to single-handedly improve the level of service in rural areas and the willingness among distributors is too low to do so.

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A steady increase in parcel volume has put more pressure on the freight transportation industry and will only continue to do so in the future. The whole industry will continue to grow as the volume increases which in turn will put more pressure on the drivers responsible that the goods arrive safely to their destination. There are many reasons to try and facilitate their working environment. It is very common for delivery drivers nowadays to use different mapping services to help navigate. The maps have helped a lot since their arrival, but this does not mean that they are faultless, there is still room for improvement. This study examines how mapping services can be used and updated to help drivers save time while deliveries. It focuses on public, free-to-use maps. A survey was conducted where drivers in the industry were asked questions about their use of mapping services and where they got to give their opinion on possible improvements to these. Motivated by observations in the field and the literature, the survey presented two potential improvements to the maps to gather opinions from the drivers. The first one was a possible addition of loading zones and loading docks to the mapping services in order to help drivers find their destination’s drop-off area. Previous studies have shown that drivers lose time in the last mile of their trip. The second problem occurs when a map navigates so that you approach your destination from the wrong direction. The study showed that delivery drivers today use maps very frequently. All 33 respondents in the study use a mapping service for their work at least once a week, 29 of them using one at least once a day. The drivers were very positive about a possible addition of loading zones and docks to the maps, all of them thought it would facilitate their work. After analysing the data collected it could be seen that an average driver loses 20 minutes a day searching for a place to load. The drivers were overall frustrated with the maps despite using them very frequently. They agreed with the problems presented in the survey and gave further examples of how they are being held back by the maps.

<p>Included in licentiate thesis in manuscript form.</p>

<p>  </p> <p>Hydrogen fuel cells are an abundant and cleaner source of energy, making them an attractive option for powering transportation systems. Hydrogen fuel cell drones are a new type of drone that generates energy from fuel cells for flight and expels heat and water vapor as byproducts. Compared to battery-powered drones, hydrogen fuel cell drones have better endurance and payload capacity due to their higher energy density, making them more efficient for eCommerce delivery. This research compares the performance of hydrogen and battery delivery drones for both drone-only and truck-drone last-mile delivery systems. A mixed integer programming model has been formulated to minimize the total delivery time for small to medium customer instances using the two-echelon vehicle routing problem, where drones are launched from the truck to serve one or more customers. The study conducted a comparative analysis by varying different parameters of drones on multiple sets of customer instances from real-world data to determine the best choice of drones for different scenarios. The results of the analysis show that hydrogen fuel cell drones have significant delivery advantages over typical battery drones in terms of delivery time and efficiency. Additionally, a sensitivity analysis was conducted to demonstrate the impacts of different parameters on the objective function of the delivery systems.</p>

Abstract: Efficient last-mile transportation is a continuous difficulty for businesses, particularly in e-commerce, necessitating the development of creative solutions. This thesis investigates the use of mobile warehouses in mid-sized urban and rural areas to help with this problem. The study begins by emphasizing the importance offlawless delivery as well as the role of warehouses in supply chains. Mobile warehouses emerge as a possible solution, addressing constraints related to these regions' low population density, purchasing power, and market dynamics. The methodology includes a review of the literature on mobile warehouse solutions and the introduction of a generalized cost function model for estimating last-mile logistics costs. The model, which is adaptable to different vehicle types, is applied to Dalarna County in Sweden, considering delivery routes and stops. The findings spotlight the efficacy of mobile warehouses, notably mobile trucks, for last-mile delivery in Dalarna County. Interpretation of results from simulation scenarios emphasizes the importance of route optimization. While the study acknowledges its limitations, it underscores the potential benefits of adopting mobile warehouses, both in practical and theoretical terms. These findings resonate as valuable insights for businesses and the logistics industry, especially in the dynamic landscape of e-commerce. The study illuminates the way forward, emphasizing the critical role of adaptive, geography-specific solutions, such as mobile warehouses, in enhancing last-mile delivery efficiency.

This paper presents the results of a Berlin research project in which a low emission urban delivery system was designed and tested in collaboration with different urban logistics stakeholders. First, the paper shows the developed concept that includes a macro-hub and corresponding micro-hubs, while the vehicle fleet consists of electric cargo bikes as well as an electric van. Second, the key results of the corresponding 6-month field trial are discussed. Parcels have been delivered to B2B recipients. To investigate the feasibility, the ecological and the economic impact of the developed concept, transport data was constantly collected during the field trial. Based on the data, average costs and emissions per parcel were calculated and compared to a conventional delivery system. Furthermore, managerial implications were derived. Finally, the limitations of the study and further research are summarized.

This twofold work first presents a state-of-the-art review of the roots and context for freight mobility barriers, and secondly investigates the key barriers to freight mobility in Canada from the perspective of stakeholders. The review provides a holistic approach to understanding the interconnected nature of mobility, spatial structure, congestion, supply chains, and the economy on generating, demanding, and hindering freight movements. The investigation develops a novel theory grounded in the experiences of stakeholders following the Strauss/Corbin extended Grounded Theory approach of symbolic interactionism. From interviews with 28 industry and government stakeholders, a total of 50 themes emerged as barriers. These barriers were grouped into four categories which frame the issue of freight mobility as being impacted by high infrastructure utilization, cost impacts of diminishing distribution reliability, rapidly growing regions and ineffective or absent policy support, and lacking a robust data collection, analysis, and sharing framework. The categories were considered in the frame of addressing goods movement barriers and were argued to be influenced by factors of cost, political risk, implement-ability, and maintainability. A framework was developed by integrating the emergent categories and factors, identifying four high-level interventions: data and knowledge mobilization; public-private collaborative freight evaluations; government funding and political support; and, capacity alterations: improvements and expansions. Overall, the key concepts of the emergent theory are to collect and analyze data to inform public-private stakeholder evaluations of policy interventions, with government funding to support both knowledge generation efforts, policy actions and capacity investments. There is a significant need to expand data collection and information sharing to enable firms and government to address physical and policy barriers which impede the effective goods movements, including infrastructure and land use planning. The theory is generally consistent with barriers identified internationally. / Thesis / Master of Science (MSc) / This twofold work first presents a state-of-the-art review of the roots and context for hinderances to the movement of freight, and secondly, investigates the key barriers to freight mobility in Canada as perceived by Canadian stakeholders. The review provides a holistic approach to understanding the interconnected nature of mobility, spatial structure, congestion, supply chains, and the economy on generating, demanding, and hindering freight movements. The investigation develops a novel theory grounded in the experiences of stakeholders in Canada. Emergent are categories which frame the barriers to freight mobility as high infrastructure utilization, diminishing reliability, rapidly growing regions, ineffective or absent policy support, and insufficient data collection and sharing. These categories are theorized to be influenced by cost, political risk, implement-ability, and maintainability considerations. The concepts are to collect and analyze data to inform stakeholder evaluations of policy interventions, with government funding to support knowledge generation, policy actions, and capacity investments.