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Mobility, a constant in the world of modernity, associated with fluidity, liquidity and flow has acquired new dimensions in late modern society due to the increasing and cumulative impact of innovations in communication and transport technologies. These developments have seen individualʼs voluntarily crossing borders and boundaries in ever-greater numbers in pursuit of opportunities and self-fulfilment. Travel and tourism, as global geographic movement and as a manifestation of mobility has come to be seen as a significant dimension within these global mobile movements. A developing research approach, centered on a new mobilities paradigm has emerged to illuminate some of the intersecting mobilities of capital, knowledge, ideas, danger, information and bodies that constitute and have enabled these global movements.

Background: Sustainability reporting has developed due to an increased societal awareness of issues such as climate change. The most used framework in the world is Global Reporting Initiative (GRI) for sustainability reporting. The GRI 305 standard is a part of the framework and its focus area is reporting emission. Sustainable transportation has become a crucial aspect as sustainable development has been an ongoing conversation. Purpose: This research study purpose is to compare companies in different industries to review how GRI 305 and sustainable transportation are reported.  Methodology: A deductive approach has been used in this research study to review all companies within the industries. The analysis method is of a comparative nature as it involves making a comparison. The collected empirical data is based on sources that are secondary through sustainability reports.  Findings and conclusion: There were fewer deviations within the GRI 305 of the manufacturing of rubber and plastic than food production. Plastic and rubber manufacturing was noted reporting more in line with the considerations and activities concerning sustainable transportation. There were deviations in each industry and there was also significant variation in how companies in both industries reported.  Keywords: Sustainable transport, transport management, distribution network, means of transport, GRI, sustainability reports. / Bakgrund: Hållbarhetsrapportering har vuxit fram tack vare en ökad medvetenhet från samhället av vad som gäller bland annat klimatförändringar. Global Reporting Initiative (GRI) är det mest använda ramverket i världen gällande hållbarhetsrapportering, inom ramverket finns 305-standarden som syftar på rapportering gällande utsläpp. I takt med att hållbar utveckling blivit en ständig diskussion har hållbara transporter blivit en viktig aspekt. Syfte: Syftet med denna forskningsstudie är att jämföra företag inom två branscher. Detta för att granska hur hållbara transporter och GRI 305 rapporteras. För att sedan offentliggöra likheter och skillnader. Metod: Studien har ett deduktivt angreppssätt. Analysmetoden är av en komparativ karaktär då det görs en jämförelse. Den insamlade empirin är baserad på sekundärkällor genom hållbarhetsrapporter. Resultat: Tillverkning av gummi- och plast visade mindre avvikelser inom GRI- 305 än livsmedelsframställning. Det noterades att tillverkningen av plast- och gummi rapporterade mer i enlighet med aktiviteter och övervägande angående hållbara transporter. Båda branscher hade avvikelser och det var stor variation i hur företag inom varje bransch rapporterade.

This thesis expands on the literature in the under-researched field of airline risk management by exploring organisational structures and practices of airline risk management systems and their technical and institutional drivers. In particular, it focuses on the phenomenon of Enterprise Risk Management (ERM) and its alignment to the requirements of airline business contexts. The theoretical framework informing this study combines structural contingency theory with two strands of institutional theory, namely old institutional economics and new institutional sociology. In this thesis, the phenomenon of risk management is investigated in situ as an organisational practice through a two-stage empirical study. Firstly, an exploratory field study was undertaken in a panel of ten international airlines. Secondly, the field study was complemented with findings from two explanatory case studies. This study explains how in developing risk management systems airlines balance the sometimes conflicting technical and institutional demands of their respective task and institutional environments. The adoption and implementation of ERM in airlines are found to be driven primarily by coercive and normative pressures, and expectations of improved organisational effectiveness and efficiency. This study additionally improves general understanding of the nature of ERM and its coupling and fluidity in the organisational settings of airlines. It lends evidence for systematic variations in roles, uses, and organisational design choices of ERM systems. It shows the interdependent nature of airlines’ ERM systems and other management systems. The study also demonstrates that the adoption of ERM in airlines drives development of new institutions, rules, and routines for comprehensive management of risks. Consistent with the tenets of contingency theory, this study conveys lack of a universally appropriate design of an airline ERM system. The main contribution of this thesis is to assess airline risk management systems, identify core drivers of effective risk management practice, and provide a framework with the aim of guiding airlines in the development of enterprise-wide risk management approaches aligned with the requirements of their institutional and technical contexts. Furthermore, this research overcomes the limitations of previous, mostly quantitative studies of ERM coupling and dynamics in organisations, as it explores and explains the structures, practices, and rationales of airline risk management systems within wider organisational contexts through the use of qualitative methodologies.

This thesis aims to propose a multi-agent based hierarchical model for the operations of container terminals. We have divided our model into four key agents that are involved in each sub processes. The proposed agent allocation policies are recommended for different situations that may occur at a container terminal. A software prototype is developed which implements the hierarchical model. This web based application is used in order to simulate the various processes involved in the following operations on the marine side in a case study of a container terminal in Sweden by adopting a multi-agent based simulation technique. Due to the increase in usage of container transportation, container terminals are experiencing difficulties in the management of the operations. The software provides a decision support capability to terminal managers for scheduling and managing the operations effectively while also visually presenting the time it takes to complete the process and its associated cost. Terminal managers need to implement certain policies to improve the management and operations of the container terminal. The policies are evaluated and tested under various cases to provide a more comparative overview. The results of the simulation experiments indicate that the waiting time for arriving vessels is decreasing when in queue with more than three vessels arriving on same day. / Simulation is a good technique that help analyst to take decision considering each factor of problem that is to be simulated. Simulation in addition with multi agent environment provides better understanding of modeling the entities. The complexity of CT environment and multiple involvement of agents simultaneously enables CT suitable domain for multi agents. We have modeled the four CT operations that are carried out at each CT. These operations are modeled in hierarchical sequence like berth allocation, QCs allocation, Transport vehicles allocation and YCs allocation. The most important factor of simulation is the measurement of dynamic time of each operation. We have simulated and compared different agents active time and service time compared with associated cost. The berth allocation is very important asset from all the operations that are carried out at the CTs. The effective utilization of FCFS berth allocation policy reduces the vessel waiting time in waiting queue. The developed terminal simulator tool allocates all resources dynamically while looking at the number of containers that will be loaded and unloaded at QS and yard storage area. The result of simulation tool presents the good dynamic allocation of transport vehicles. The dynamic resource allocation helps to minimize the congestion and bottlenecks that may occur at CTs. The result of three experiments depicts that the berth allocation and agent allocation is improved and vessel service time is reduced at berth side which automatically reduces vessels waiting time in queue. Besides this the transport allocation and YCs allocation is dynamically assigned by looking at number of containers in the vessels. The terminal simulator helps managers to analyze the simulated results and take better decision at hand.

Lastbilstransport är den vanligast förekommande transportmetoden för den svenskaskogssektorn. År 2015 transporterades drygt 60 miljoner skogsråvara med hjälp avlastbil. För att tillgängliga skogsråvaran ute i skogen krävs de så kalladeskogsbilvägarna. För att veta vilka skogsbilvägar som är körbara är navigations- ochtransportledningssystem innehållande geografisk information i form av vägdata enförutsättning. Syftet med denna studie var att undersöka vilka brister ochförbättringsmöjligheter virkestransportörerna såg med systemen.Studien genomfördes som en enkätundersökning med en kompletterandetelefonintervju. Studien innehöll 58 respondenter inklusive telefonintervjun och enmajoritet såg brister och förbättringsmöjligheter främst avseendehöjdvariationsinformation, vändmöjligheter och vägdatans trovärdighet.Slutsatserna var att det finns förbättringsmöjligheter i navigations- ochtransportledningssystemens effektivitet och trovärdighet. Trovärdigheten kanpotentiellt förbättras med hjälp av fjärranalys och således erhålla en mer löpandeuppdatering av vägdatan. En systemeffektivisering får i sin tur konsekvensen attskogssektorn besparar tid, förbättrar arbetsmiljön och sänker koldioxidutsläppen frånvirkestransporterna.

This thesis deals with a truck transport and with influence economic crisis on truck transport. The theoretical part is specialized in the truck transport in general, in the highways and toll in the Czech Republic, in the transporters' association, in international contracts and in the characteristic of truck transport management. The practical part deals with a choosen transport firm and with influence economic crisis on this choosen firm.

The road based transportation operations are growing rapidly, but the current infrastructure cannot sustain the entire growth. At the same time vehicle utilisation and fill rates are low. Improved efficiency of the operations is a necessary way forward for road based transportation. Parallel to this, heavy vehicle producers are currently improving the efficiency with services accompanying the product that are focused on the driver and the vehicle performance. However, the data from connected vehicles required for these services only entail a small amount of the operational data generated by connected vehicles. The case study aims to answer how to use connected vehicle operational data in order to suggest value adding services in a dynamic road distribution system. The applied methodology is an inductive study with an explanatory approach to map the current and future service offerings of the case company. This knowledge is combined with an exploratory approach with interviews of transport planners and theories of Lean and fleet management. Primarily, it is concluded that the perspective of operational data requires widening. Considering not only driver and vehicle operations but rather the entire transport operation of a company. It is also concluded that value creation with operational data is possible during three phases of fleet management. First, if knowledge about order data is accessible, the planning of transportations can be improved using route optimisation and operations research. Secondly, it is possible to create value during the execution phase, throughless manual supervision and communication by transport planners. Lastly, both the currently used operational data and further data usage can contribute to a better understanding of the performance of a fleet operation and facilitate for continuous improvements during an evaluation phase.

Le but de cette thèse est de proposer des méthodes de gestion des approvisionnements adaptées à des contextes particuliers afin de minimiser les coûts logistiques engendrés dans un réseau logistique multi produits, multi niveaux confronté à une demande probabiliste. Au cours de cette thèse, nous nous sommes attachés à : - Proposer des méthodes de gestion des stocks et du transport pour des familles de produits dans différents contextes : - Une première politique de réapprovisionnement est proposée pour une famille de produits caractérisée par une demande aléatoire et répétitive. Cette politique est définie par un niveau de commande et par un niveau de ré-complètement de stock pour chaque produit et une période de réapprovisionnement. Dès qu’un produit atteint le niveau de commande, un réapprovisionnement de tous les produits de la famille est déclenché. - Une deuxième politique de réapprovisionnement est proposée pour une famille de produits caractérisée par une demande très aléatoire et ponctuelle. Cette politique est basée sur les ruptures de stock. A chaque rupture d’un produit présent dans le stock il y a déclenchement d’un réapprovisionnement de tous les produits de la famille. - Proposer une méthode de classification multicritères afin de constituer des groupes de produits relevant d’une politique donnée, chaque classe ou famille regroupant des produits réagissant identiquement. Cette classification des produits en familles homogènes permet d’identifier les caractéristiques déterminantes dans le choix des méthodes de gestion de stock et de transport. - Analyser et comparer les performances de ces deux politiques d’approvisionnement par rapport à des politiques de référence, ainsi que leur sensibilité au regard de quelques paramètres discriminants : variabilité de la demande ; coût des produits ; coût des commandes urgentes… / The aim of this work is to propose methods of inventory management tailored to specific contexts in order to minimize logistics costs incurred in a logistics network multi-product, multi-level faces a probabilistic demand. In my research work, we have focused on the following scientific key-issues: - The proposal of methods of inventory and transportation management for products families in different contexts. The first one is defined to solve the problems identified in a product family characterized by a variable and repetitive demand. This policy is defined by an ordering and a replenishment level for each product and a periodic review. As soon as a product reaches the ordering level, replenishment of the same family products is triggered. • The second one is dedicated to a product family which is characterized by a very punctual and variable demand. This policy is based on inventory shortages. Each shortage of a product in store triggers replenishment of all products of the same family. - The proposal of a multi-criteria classification method in order to select the suitable inventory management method according to specificities of the product and the demand - The analysis and performance comparison of the two procurement policies proposed with standard policies, and their sensitivity with respect to some parameters discriminating: demand variability, cost of products, cost of rush orders.

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