As part of an on-going trend, the greening of logistics actions in business activities has become a critical issue for companies and society. Stakeholders are asking companies to minimize their negative impacts on the environment and society, and create effective business, sustainable environment, stakeholders’ benefits and quality of life. Through a case study approach, this research study aimed to examine the environmental and societal effects of freight logistics on dominant stakeholders in urban areas as a result of a company’s production volume increased. Furthermore, the study also aimed to pinpoint and discuss the suitable research method for a multifaceted research study. A mixed- method research approach of both qualitative (case study) and quantitative (simulation) methods were applied in this study consisting of dominant stakeholders (a Swedish company, a Swedish municipality, the Swedish transport administration, and local urban residents). The research revealed that a company’s production volume increase creates development for the company, local municipalities, and residents within the company’s business environment, however, freight trucks logistics that are used in this process to deliver raw materials to the company’s production site(s) creates negative environmental impacts (carbon emission, road congestion, noise, and pollution) on routes and urban areas. Moreover, as production volume is further increased, these negative impacts also increase. The study also revealed that a mixed-method approach is suitable for multifaceted research studies that comprise of multiple conditions, variables, and data from several sources. As such, the qualitative method can be used in the first phrase to collect formative data, which can then be tested and supported for effectiveness with a quantitative method in the second phrase.

The growing population of cities and the rise of e-commerce are increasing the transportation of both goods and people. This can generate problems such as traffic jams, increased pollution, and lower living standards for citizens. To reduce the negative impacts, a change in last mile mobility could be made, replacing traditional combustion vehicles with electric ones or, ideally, with bikes and cargo bikes.  This thesis examines the case of the Swedish cities of Gävle and Uppsala, trying to explain how the last mile affects the lives of their inhabitants, if and why electric vehicles and cargo bikes are implemented (or not), and how authorities can promote their use. For this purpose, after a literature review, some questions were developed, and seven city managers were interviewed: five from Gävle and two from Uppsala.  The study shows that city managers are aware of the impacts that the last mile, and mobility in general, has on its inhabitants, and of the need for a shift towards a more sustainable mobility. Despite this awareness, policy makers are not doing everything possible to accelerate the transition. According to city managers, both the public and private sector advocate more for a change of energy source (from combustion to electric vehicles) rather than a model change using bikes. In addition, the study shows the opportunities that the new model based on non-traditional vehicles can offer and the barriers that prevent its implementation. Finally, different measures that could make cities more sustainable are proposed.

There is a need to reduce global carbon emissions in order to limit climate change, especially from the transport sector, as it contributes to a large share of these emissions. This thesis explores carbon emissions from urban freight transport in Oslo, Norway, and Stockholm, Sweden, and the measures and strategies that have been implemented in accordance with the municipalities’ targets. In addition, the involvement of relevant freight transport companies in these issues has been investigated, as well as the challenges and possibilities related to reducing carbon emissions from urban freight transport. Both municipalities have expressed ambitions to adhere to the European Union’s goals of emission reduction. However, based on the observations of this thesis, it is evident that the municipalities have yet to adequately implement impactful measures for urban freight transport, in order to reduce carbon emissions from this sector if they are to achieve their goals. The results show that that Oslo municipality has access to a substantial amount of data and statistics regarding urban freight transport, but is lacking a comprehensive freight plan. Stockholm municipality, on the other hand, has an urban freight transport plan, but is lacking comprehensive data and statistics about urban freight transport. The focus on - and inclusion of - urban freight transport in comprehensive urban planning could be argued to be increasing, but we contend that there is still a need to increase knowledge and understanding regarding emission reduction for urban freight transport across departments and cities, in order to reach a more sustainable future for urban freight transport.

The road freight transport industry is facing radical changes that have the potential to fundamentally change the industry and pressure actors to embrace sustainability throughout their operations and implement technology in the broadest sense. The road transport industry is permeated by the use of fossil fuels and accounts for a significant part of the total CO2 emissions in the world. The entire industry is facing a fossil-free transition to reach the global environmental initiatives that countries have undertaken. At the same time as the industry is phasing out fossil fuels and using more sustainable fuels, the literature has a coherent view that transported goods are expected to increase significantly, and the imprint of the COVID-19 pandemic is increasingly affecting the industry with shortages of drivers and more vulnerable supply chains. This study has aimed to identify changes that affect the road freight transport industry in the short term (0-5 years) and the long term (5-20 years) with a focus on Europe. Furthermore, the study has applied the results of the study to a framework of future scenarios that previous research has contributed with, in collaboration with over 50 industry experts from the transport industry, to evaluate the impact of the changes concerning the expected futures that the research has resulted in. The study has applied literature search, a document study, and interviews with actors from the industry to collect relevant data and has resulted in most of the identified changes that the road transport industry is expected to be affected by in the short and long term.  The changes have been divided into three levels: ecosystem, business, and technology. The macro factors that affect the industry are increased regionalization and urbanization, increased customer requirements and consumption, and extensive introduction of laws and regulations concerning environmental impact and technology. Furthermore, the business changes are increased operational costs, the establishment of partnerships and alliances, circularity, and lack of staff. The technical factors consist of AI, IoT, and new more sustainable fuels. The primary effects include increased local production of goods that contribute to shorter transport distances but more transport, fossil-free transport with mainly electricity and hydrogen as fuel and thus new establishments of electricity and hydrogen infrastructure, many global initiatives to achieve sustainability, extensive application of technologies to streamline supply chains as well as more comprehensive rules and requirements regarding new unexplored technologies. Furthermore, future scenarios have been applied to evaluate the possible impact on the industry, which is visualized in figure 14. Suggestions for further research in the field are changes in the industry that take place but which this work has not addressed as it is not perceived as having significant effects on the road transport industry, such as increased deliveries of fresh goods, 3D printing, multimodal transport, and an older population and thus increased shipments of medical devices. / Vägtransportbranschen står inför radikala förändringar med potential att förändra industrin fundamentalt och pressar aktörerna till att anamma hållbarhet genomgående i sina operationer och implementera teknologi i vid bemärkelse. Vägtransportbranschen genomsyras av användning av fossila bränslen och står för en väsentlig del av de totala CO2 utsläppen i världen. Hela industrin står inför en fossilfri omställning för att nå upp till de globala initiativen som länder åtagit sig att genomföra i ett försök att bromsa den negativa klimatpåverkan som utsläpp leder till. Samtidigt som branschen ska fasa ut fossila bränslen och använda hållbarare drivmedel påstår litteraturen att transporterat gods ökar markant och COVID-19 pandemins avtryck påverkar i allt större utsträckning med brist på chaufförer och sårbarare försörjningskedjor. Denna studie har syftat till att identifiera förändringar som påverkar vägtransportindustrin på kort sikt (0–5 år) samt på lång sikt (5–20 år) med fokus på Europa. Vidare har studien tillämpat resultaten på ett ramverk av framtida scenarion som tidigare forskning bidragit med i samarbete med över 50 industriexperter för att utvärdera förändringarnas påverkan med avseende på de möjliga framtiderna som forskningen resulterat i. Studien har tillämpat litteratursökning, dokumentstudie samt intervjuer med aktörer från vägtransportindustrin i syfte att samla relevant data och har resulterat i flertalet identifierade förändringar som vägtransportbranschen förväntas påverkas av på kort och lång sikt.  Förändringarna har uppdelats i tre nivåer; ekosystemets, affärsmässiga samt tekniska. De makrofaktorer som påverkar industrin är ökad regionalisering och urbanisering, ökade kundkrav och konsumtion samt införande av lagar och regler. Vidare är de affärsmässiga förändringarna etableringar av partnerskap och allianser, cirkularitet och brist på personal. De tekniska faktorerna består av AI, IoT och nya hållbarare drivmedel. De primära effekterna innefattar ökad lokal tillverkning av varor som bidrar till kortare transportsträckor men fler transporter, fossilfria transporter med främst elektricitet och vätgas som drivmedel och därmed nyetableringar av el- och vätgasinfrastruktur, många globala initiativ för att uppnå hållbarhet, omfattande tillämpning av teknologier för att effektivisera försörjningskedjorna samt mer omfattande regler och krav gällande nya outforskade teknologier. Vidare så har framtida scenarios tillämpats för att utvärdera möjlig påverkan på industrin, detta är visualiserat i figur 14. Förslag på fortsatt forskning inom området är förändringar i industrin som sker men som detta arbete inte behandlat då det inte uppfattats som att de ger väsentliga effekter på vägtransportbranschen, exempelvis ökade leveranser av färska varor, 3D-printing, multimodala transporter samt en äldre befolkning och därmed ökade transporter av medicinska hjälpmedel.

Medidas adotadas com o objetivo de resolver problemas e desafios relacionados ao transporte urbano de carga, podem não ter o efeito esperado, uma vez que não levam em conta toda a complexidade envolvida nos espaços urbanos. O processo de urbanização, em especial os aspectos diversos que advém da diferença entre os tamanhos das cidades, afetam significativamente o Transporte Urbano de Carga (TUC). Nesse sentido se faz necessária a abordagem do transporte de mercadorias nas cidades à luz do contexto urbano no qual o mesmo está inserido. Este trabalho tem por objetivo analisar o transporte urbano de carga em cidades médias brasileiras com base na revisão da literatura e em survey aplicada a transportadores e varejistas da área central do município de Juiz de Fora. Aqui são identificados os atributos que caracterizam e diferenciam as Cidades Médias (CM), bem como os fatores que influenciam o TUC. Também são apresentados os resultados de pesquisa de opinião entre especialistas e agentes públicos de cidades de porte médio acerca do nível de interação entre atributos que caracterizam as CM e os fatores de influência do TUC. O trabalho traz uma proposta estrutura para análise do TUC em CM, além apresentar a estatística descritiva dos dados da survey aplicada na cidade de Juiz de Fora e análise fatorial exploratória para verificação da proximidade das variáveis atribuídas aos projetos e medidas adotadas pelas autoridades locais. Como principal conclusão o trabalho identifica os Projetos e Medidas adotados pelas autoridades locais como o fator de maior influência no TUC em CM, bem como corrobora a necessidade de se levar em conta os atributos de diferenciação das CM brasileiras no estudo do TUC. / Measures adopted to solve problems and challenges related to urban freight transport may not have the expected effect, since they do not take into account all the complexity involved in urban spaces. The urbanization process, especially the diverse aspects that come from the difference between sizes of cities, significantly affect the Urban Freight Transport (UFT). In this sense, it is necessary to approach freight transport in cities in the light of urban context in which it is inserted. This article brings an analysis of UFT in Brazilian medium-sized cities based on literature review and survey applied to carriers and retailers in the central area of the Juiz de Fora city. Here we will identify the attributes that characterize and differentiate the Medium-sized Cities (MC), as well as the influence factors in UFT. We also present the results of opinion research among specialists and public agents of medium-sized cities about the interaction level between attributes it characterize the MC and the influence factors in UFT. This article brings a UFT framework it describes the urban freight in Brazilian medium-sized cities; besides presenting a descriptive statistical analysis of survey applied to Juiz de Fora city and an exploratory factor analysis to verify the proximity of variables related to Projects and Measures Adopted by Local Authorities. As a main conclusion this paper identifies the Projects and Measures adopted by local authorities as the most influence factor in UFT, as well as corroborates the need to take into account the attributes related to Brazilian MC in UFT studies.

För att skapa levande stadskärnor där människor trivs och vill vistas, behöver godstransporter förse stadskärnornas verksamheter med varor. Dessa urbana godstransporter leder dock till ett flertal negativa effekter för både lönsamheten, människan och planeten. Syftet med denna fallstudie är följaktligen att bidra till skapandet av en mer hållbar citylogistik, där flödet av godstransporter in till, inom samt ut ur Skövdes stadskärna förbättras utifrån både ett intressent- och hållbarhetsperspektiv. Studien undersöker dessutom vilka problem och utmaningar som finns, samt vilka intressekonflikter som kan uppstå vid skapandet av en hållbar citylogistik. I den teoretiska referensramen presenteras innebörden av en hållbar citylogistik samt vilka intressenter och aktörer som är involverade i skapandet av en hållbar citylogistik. De urbana godstransporternas negativa effekter på stadsmiljön redovisas sedan ur ett socialt, ekonomiskt och miljömässigt perspektiv, vilket ligger till grund för de teoretiska förbättringsförslagen. Förbättringsförslagen utgår från att de bör gynna så många intressenter som möjligt för att ses som trovärdiga, samt leda till ett förbättrat flöde av godstransporter in till, inom samt ut ur Skövdes stadskärna. För att studera problematiken i Skövdes stadskärna utifrån olika intressenters perspektiv består den empiriska datainsamlingen av en kombinerad metodansats. Denna datainsamling innehåller således en direkt observation och insamling av kvantitativa data över hur godstransporter rör sig i Skövdes stadskärna, ett flertal intervjuer med både distributörer och godsmottagare, samt en genomförd enkätstudie riktad mot centrumbesökare i Skövdes stadskärna. Varje intressentgrupp har även fått möjligheten att rangordna de urbana godstransporternas negativa effekter utifrån vad de ansåg var mer respektive mindre viktigt vid skapandet av en hållbar citylogistik i Skövde för att bidra till en hållbar stadskärna. Rapportens analys baseras på framtagna förbättringsförslag samt intressentgruppernas syn på en hållbar citylogistik. Detta för att komma fram till hur flödet av godstransporter i Skövdes stadskärna kan förbättras ur ett hållbarhetsperspektiv för att gynna flera olika intressenter. Resultatet innehåller således fyra rekommenderade förbättringsförslag som anses vara rimliga att implementera i Skövdes stadskärna inom en uppskattad tidshorisont. / In order to create an attractive urban centre where people thrive, freight transport needs to provide the urban centre businesses with deliveries. However, these urban freight transports have several negative effects on profitability, people and the planet. The aim of this case study is therefore to create a more sustainable city logistics, where the flow of freight transports into, within and out of Skövde's urban centre will be improved from both a stakeholder and sustainability perspective. The study also considers the existing problems and challenges, and what conflicts of interest can arise, in the creation of a sustainable city logistics. The theoretical framework presents the content of a sustainable city logistics and which stakeholders and actors are involved in the creation of a sustainable city logistics. Later the negative impacts of urban freight transport are described from a social, economic and environmental perspective, which forms the basis for the theoretical improvement proposals. The proposals for improvement should benefit as many stakeholders as possible in order to be credible, and improve the flow of freight transport into, within and out of Skövde's urban centre. In order to study the problems in Skövde's urban centre from the perspective of different stakeholders, the empirical data collection consists of a combined research methodology. The data collection contains a direct observation and quantitative data considering the movement of freight transport in Skövde's urban centre. Furthermore, the study contains surveys and interviews with distributors and receivers in Skövde's urban centre. Each stakeholder has also been given the opportunity to rank which negative impacts of urban freight transport they considered to be more or less important in the creation of a sustainable city logistics in Skövde. The analysis is based on both proposals for improvement and the stakeholders' perspective on sustainable city logistics to find out how the flow of freight transport in Skövde's urban centre can be improved from a sustainability perspective in order to benefit several stakeholders. The result contains four recommended improvement proposals that are considered reasonable to implement in Skövde's urban centre within an estimated time horizon.

La thèse s'intéresse à la durabilité du système de transport de marchandises en Europe et en France au travers de la dialectique "couplage-découplage" de la demande de transport par rapport à la croissance. Parmi les mécanismes et facteurs sous-jacents, la distance, comme objet de recherche, permet de mettre en exergue l'évolution des stratégies d'implantation géographiques des activités productives et distributives. L'approche méthodologique du découplage par la géographie a pour objectif d'apporter des éléments de réponse en faveur d'une limitation de la dépendance à la distance. L'étude empirique, par famille de produits, montre que les leviers d'action se situent principalement dans la composante servicielle du transport. Leur application auprès de l'ensemble des acteurs de la chaîne logistique globale passera par le biais de mesures incitatives d'origine publique. / This thesis deals with the sustainability of the freight transport system in Europe and France thanks to the coupling between freight transport and economic growth. Among the underlying mechanisms and factors, distance as an object of research allows us to highlight the evolution of geographical location strategies productive and distributive activities. The methodological approach of geographicallt decoupling aims to help understand concepts of a limited dependence on distance. The empirical study, divided into product families, shows that the levers are mainly in the transport service-based component. Their application to all stakeholders in the global supply chain will pass through incentives from public sources.

A presente pesquisa está inserida na questão da infraestrutura logística para o transporte de carga a granel, especificamente a soja, a partir das principais mesorregiões produtoras dos dois maiores produtores mundiais, Brasil e Estados Unidos, até os principais portos exportadores. Este trabalho tem por objetivo analisar a eficiência das rotas e corredores nacionais de transporte de soja, levando em consideração os três pilares da sustentabilidade (econômico, social e ambiental). O método parte de uma revisão de literatura sobre o tema, seguido de uma explanação sobre eficiência, por meio da Análise Envoltória de Dados (DEA), e uma contextualização do cenário de escoamento em ambos os países. Foram determinadas 72 rotas brasileiras e 30 norte-americanas com diversas composições de modais. Os dados foram analisados por correlação e análise de componentes principais (PCA) e teste de Wilcoxon. Em seguida, as variáveis foram inseridas num modelo DEA de Slack-Based Measure (SBM), que minimiza os inputs (variáveis de entrada) e maximiza outputs (variáveis de saída) simultaneamente. Foi aplicado, como técnica quantitativa de desempate, o índice composto. Os resultados mostraram que as rotas norte-americanas foram as mais eficientes. Além disso, combinações de curtos trajetos de caminhão e longas rotas de modais hidroviários ou ferroviários estavam entre as eficientes. Ou seja, os resultados se mostraram coerentes com a literatura e a expectativa de especialistas. Em resumo, o uso da DEA pode notadamente fortalecer a análise de rotas e corredores domésticos nacionais usados para o escoamento produtivo da soja a granel e pode direcionar políticas de investimento públicas e privadas. / This research is focused on the logistics infrastructure issue used for bulk transportation, specifically soybeans, from the main producing municipalities of the world biggest producers, Brazil and USA, to the key exporting ports. This dissertation aims to analyze the efficiency of routes and corridors, taking into account the three pillars of sustainability (economic, social and environmental). The method starts with a literature review of corridor benchmarking, efficiency measurement through data envelopment analysis and contextualization of transportation scenarios in both countries. It was identified 72 routes in Brazil and 30 in the US, considering several combinations of transportation mode (road, inland waterway and rail). Data were analyzed through correlation, principal component analysis (PCA), and Wilcoxon Test. Subsequently, variables were inserted in Slack-Based Measure (SBM) DEA model. This model simultaneously minimizes inputs and maximizes outputs. It was applied the quantitative tiebreaking method of the compound index. The results showed that the American routes among the most efficient ones. In addition, the combinations of short trips of trucks and long trips of barges or trains were also among the most efficient. In other words, the results were coherent with literature and expectation of specialists. In summary, it is clear that the use of DEA can noticeably improve the strength of the analysis of national domestic routes and corridors used in the productive chain of bulk soybeans.

O trabalho apresenta o desenvolvimento e a aplicação de um modelo de localização de centros intermediários de consolidação e redistribuição de cargas em um ambiente urbano brasileiro. O método integra o TransCAD e o OpenSolver e é aplicado à cidade de Curitiba, uma das dez mais populosas do Brasil. O método proposto é caracterizado como um modelo de localização-roteirização baseado em agrupamento e subsequente roteirização, identificado na literatura por cluster-first routesecond; a adoção deste ordenamento permite tratar o problema para o atendimento de muitos estabelecimentos, como os até 65 mil em alguns dos cenários no estudo de caso de Curitiba. Cada agrupamento representa os pontos a serem visitados em uma única viagem e o processo inicial tenta minimizar as distâncias entre os estabelecimentos de cada grupo; na fase seguinte o melhor roteiro é computado para cada grupo; a terceira etapa consiste em calcular, para cada grupo e candidato, a distância total percorrida na viagem; por fim, a implantação ou não dos candidatos a centros de distribuição é obtida com a minimização em um modelo de programação linear inteira dos custos de aquisição e de operação dos centros de distribuição e dos custos de transportes. A dissertação também aborda a crescente percepção da importância da logística urbana à qualidade de vida nas cidades onde o adensamento populacional acirra a disputa pelo espaço viário e o conceito de City Logistics, que delineia entre outras medidas o ambiente cooperativo no qual implantação de centros de distribuição urbanos deve ocorrer. / This work presents the development and application of a model for the location of intermediary consolidation and redistribution freight centers in Brazilian cities. The method integrates TransCad and OpenSolver, and its use was evaluated with data from the City of Curitiba one of the ten largest in Brazil. The proposed method is characterized as a location-routing model based on clustering and subsequent tour building known as cluster-first route-second. This enables dealing with problem instances containing as many as 65 thousand customers. Each cluster comprehends the points visited on a single trip and the initial process minimizes the distances between customers; the routes are calculated in the next phase and the third step consists in computing the total distance covered in each trip for every cluster and every candidate; finally, the implementation of each distribution center candidate is decided by minimizing the costs of acquisition, operation and distribution, using an integer linear programming model. The dissertation also highlights the growing realization of the importance of urban freight transport to quality of life, especially in cities where increasing population density intensifies the competition for road space, and City Logistics concepts, that outline among other measures the cooperative environment where implementation of urban distribution centers should occur.

Submitted by Secretaria Pós de Produção (tpp@vm.uff.br) on 2017-07-27T18:53:19Z No. of bitstreams: 1 D2014 - Thiago Graça Ramos.pdf: 589803 bytes, checksum: d74ab5e26ec9908670c7d3320d45fe61 (MD5) / Made available in DSpace on 2017-07-27T18:53:19Z (GMT). No. of bitstreams: 1 D2014 - Thiago Graça Ramos.pdf: 589803 bytes, checksum: d74ab5e26ec9908670c7d3320d45fe61 (MD5) / Esse estudo visa construir um modelo para identificar a forma ideal de transporte de carga no Brasil, para pequenas e médias empresas que contratam este tipo de serviço. O trabalho utilizou as técnicas DEA, preferência declarada e logito ordinal para avaliar as pequenas e médias empresas que contratam transporte de carga no Brasil, verificando os aspectos importantes para a tomada de decisão na contratação deste serviço. Inicialmente, aplicou-se a ferramenta DEA para classificar as eficiências em alta, média e baixa, utilizandose o resultado de tal classificação como a variável dependente do modelo logito ordinal. As variáveis independentes deste modelo foram as utilidades oriundas da preferência declarada e do modelo de MaxDiff, que avaliou características não pertencentes ao modelo de preferência declarada. A análise dos dados indicou que a migração do modo rodoviário para o ferroviário seria melhor para as empresas, já que o primeiro acaba sendo utilizado pela falta de opção pelo segundo. Outro importante resultado do estudo foi a indicação de que as empresas com produtos de maior valor agregado são mais eficientes. Por fim, o modelo indicou que o modo de operação a ser buscado pelas empresas de transporte de carga deve incluir segurança e rapidez na entrega, propiciando facilidade de acesso ao consumidor. / This paper aims to identify efficient businesses in daily freight transport and to evaluate the main aspects to picking and hiring a cargo transportation service. To make this evaluation, some techniques will be used, such as Data Envelopment Analysis, ordinal logit and revealed preference. By using the DEA technique, the efficiency will be ranked between high, medium and low, and this ranking will be the dependent variable of the ordinal logit model, and the independent variables of this model are derived from the utilities from the revealed preference model and the maxdiff model that evaluated some features that were not declared on the preference model. Data analysis indicated that the migration from road to rail would be better for companies since the first ends up being used by a lack of options for the second. Another important result was the indication that firms with higher value-added products are more efficient. Finally, the model indicated that the mode of operation being sought by cargo shipping companies should include safety and speed in delivery, providing easy access to the consumer.