Sustainability is one of the most critical issues in today's packaging and supply chain industries. With the increase of environmental concerns, there has been a tremendous effort to improve packaging sustainability. However, most of these works have focused on individual packaging components rather than an integrated unit load. In global supply chains, three levels of packaging components (primary, secondary, and tertiary) are commonly assembled in the unit load form to facilitate efficient and economical storage and transport of goods to customers. Unit loads is important to improved, packaging sustainability. This study developed the fundamental information that facilitates understanding and enhanced sustainability of unit loads from two different perspectives: physical interactions and end-of-life options of unit load components. From the physical interaction perspective, the effects of various characteristics of secondary and tertiary packaging components on load-bridging within unit loads are investigated.. Packaging component characteristics investigated included the flute type and size of corrugated paperboard boxes, stretch wrap containment force, and pallet stiffness. From the end-of-life option perspective, process methods and environmental impacts of wood pallet repair in the United States are analyzed to provide fundamental information for accurate life cycle assessment of pallets. The experimental results of this study demonstrate that the size of corrugated paperboard boxes and stretch wrap containment force significantly affected the bridging of loads on pallets. The results regarding load-bridging, verified in this study, provides essential knowledge regarding factors influencing unit load deflection. Pallet design procedure should include the load-bridging effect. For simulated pallets which was comparable to a stringer class wood pallet spanning the width of a storage rack, average deflection in the unit load decreased by 70% when package size increased to 20 in. x 10 in. x 10 in. from 5 in. x 10 in. x 10 in. In addition, average deflection in the unit load consisting of 5 in. x 10 in. x 10 in. packages decreased by 50% when stretch wrap containment force increased to 30 lbs. from zero pounds. Updated design methods that consider the effect of packaging characteristics on unit load deflection can help to reduce the amount of raw materials required to build pallets using current pallet design methodologies. The life cycle inventory analysis results of this study determined that pallet repair is an environmentally beneficial end-of-life option for 48 by 40- inch stringer class wood pallets in terms of greenhouse gas generation. Most wood pallet repair firms in the United States utilized high levels of manual labor with non-automated machinery support. The life cycle inventory results from this study can be a useful resource for researchers as an input to the life cycle assessment. / Ph. D.

Förnödenheter transporteras i Försvarsmakten på ett stort antal olika pallar med flertalet olikal astbärare. Rapporten svarar på frågorna: Vilken är den mest optimala lastpallen för försvarsmakten sett till tvådimensionell fyllnadsgrad? Går det med enkla medel att öka den tvådimensionella fyllnadsgraden, på rapportens valda lastbärare, genom att välja en väletablerad standardpall? Lastbärarna som rapporten avhandlar är container, rullflak, lastbilsflak och lastbilssläp. Rapporten använder pallens och fyra lastbärares lastyta för att utifrån sju stuvningssätt beräkna det antalet pallar som får plats på respektive lastbärare utifrån samtliga stuvningssätt. Därefter har den maximala fyllnadsgraden av respektive pall på respektive lastbärare tagits fram och presenterats. Fyllnadsgraden som avses är den nyttjade lastytan och rapporten avhandlar endast ett tvådimensionellt lastproblem. Rapportens optimala pall vore 1165x830mm2 stor och uppnår en genomsnittlig fyllnadsgrad på 96%, pallen har tagits fram genom simuleringar baserat på beräkningar. Den tangerar eller överträffar fyllnadsgraden för standardpallar såsom Europapallen (1200x800mm2) och Natopallen(1200x1000mm2) på samtliga lastbärare. Natopallen har högre genomsnittlig fyllnadsgrad, 90%, jämfört med Europapallen på 84%. Natopallen har en jämn fyllnadsgrad medan Europapallen är väldigt effektiv på lastbil med släp. / In the Swedish Armed Forces supplies are transported using a large number of different pallets on a number of different cargo carriers. This report answers the questions: Which is the most space efficient pallet size regarding two dimensional stowage? Is it possible to increase the two dimensional space efficiency, on selected cargo carriers, by transitioning to a well established standard pallet? The report is based on the size of both the cargo carriers and pallets. Seven stowage methods are used to calculate the number of each pallet which can fit on each of the four cargo carrier for each stowage method. Following this the maximum space efficiency of each pallet on all the cargo carriers are calculated. The most space efficient pallet size is 1165x830mm2, a pallet size which has been simulated using the calculations of this report. The pallet has an average space efficiency of 96% which is as high or higher compared to the European pallet (1200x800mm2) or NATO pallet (1200x1000mm2) on the selected cargo carriers. The NATO pallet has an average space efficiency of 90% compared to 84% using the European pallet. The NATO pallet has an even space efficiency on the selected cargo carriers compared to the European pallet which is highly space efficient on trucks with trailers.

Pallets play a very important role in whole distribution systems through the supply chain. Such a fact alone shows the importance of pallets in today’s fast growing global logistics. Due to the increasing number of regulations and policies regarding natural resource conservations and also sustainable development, the issue of pallet utilization, reuse and recycling matters became the core concern in most of the researches performed in this field.As a consequence, the presented report discusses the current problems, requirements and debates around pallets utilization in distribution systems in depth along with the other affecting factors such as Cost, Environment, Materials, Sustainability, Information Technology and so forth. To achieve such goals, the first step is recognizing the mass Industrial production factors and global market requirements for the current and future of pallet utilization in order to achieve the desired efficiency and effectiveness in practice with focus on standardized pallets utilization in specific regions like European Union.The second step is the considering of various pallet types compatibility in different environments with respect to unit load assignments both at present and future. The third step is to challenge the obtained data and observed results and also, to verify them according to the foreseen future requirements, tendencies and demands of pallets and unit loads assignments through the international logistics providers. The last step which is as well the most important part of this thesis report is, to put the information together in order to clarify and specify the encountered difficulties regarding usage of pallets with concentration on cost, environment and ergonomic issues.

The aim of the diploma thesis was optimization of the warehouse system according to suitability for use in assortment in a selected production company focusing on material and information flows, decay processes, warehouse technology, logistic costs and relevant logistics indicators. The partial objective was to determine the critical factors in terms of management and operation in the warehouse of the selected manufacturing enterprise.

This master‘s thesis describes the occurrence of lean manufacturing elements with the optimization of material flows when using the workplace. The work captures the procedure for determining the current state of lean manufacturing and design solutions to increase productivity and fluidity of material flows while adhering to the principles of lean manufacturing.

Detta är en studie om hur en framtagning utav en transportlåda på företaget AstraZeneca utfördes. Syftet med studien var att transportlådan skulle ersätta tre olika transportlådor som användes för att paketera tre olika storlekar på en förpackning som innehåller samma produkt. Förpackningarna har samma höjd och bredd men har olika längdmått beroende på hur många produkter som ska in i samma förpackning. Den första förpackningen har 1 produkt i sig, den andra förpackningen har 2 produkter i sig och den tredje förpackningen har 3 produkter i sig. För att ta sig an problemet användes linjärprogrammering för att hitta största gemensamma längdmått som ligger inom dimensionerna för en standardiserad EUR-pall. Utöver framtagningen utav lådan utfördes en flödesanalys samt en kostnadsanalys för att hitta förbättringsområden och kostnadsreduceringar i flödet. Studien lyckades att ta fram en låda där all tre olika förpackningar fick plats i och utöver det medförde den framtagna lådan att antalet produkter på pall ökade med 20% för förpackningen med 1 produkt i sig, 12 % för förpackningen med 2 produkter i sig och den sista förpackningen har samma antal produkter på pall jämfört med föregående låda. Kostnadsanalysen visade en kostnadsreducering på 1,96 mkr per år på inköpspriset jämfört med inköpskostnader för de tre tidigare transportlådorna. Slutsatsen för denna studie blev därför att det är en förbättring att införa den framtagna lådan istället för att ha tre separata transportlådor för respektive förpackning. / This is a study to display the process of developing a transportation box for the pharmaceutical company AstraZeneca. The purpose of study is to develop a transportation box in such a way so it could replace three already existing transportation boxes and enable these products to use the same transportation box. The products contain the same pharmaceutical product but has different dimensions for their respective containers where the height and the width is the same on all containers but has different length measurements depending on the number of pharmaceutical products in them. The first container contains 1 product, the second container contains 2 products and the third container contains 3 products. The solution to this problem was to use linear programming to establish a common length that the three containers share but is not larger than the dimensions on a standard EUR-pallet. Furthermore, the study was using a valueflow analysis and a cost analysis to determine which areas this transportation box can improve different processes within the company’s material flow. The linear programming succeeded in finding a common length for the three containers and a prototype was constructed in collaboration with the supplier. With the developed transportation box the study managed to increase the quantity on each pallet for 2 out of the 3 containers. The first container increased the quantity for each pallet with 20% and the increased the quantity for the second container with 12%. The quantity for the third container on each pallet remained the same as before. Furthermore, the cost analysis showed a reduced cost for purchasing the transportation box by 1,96 million SEK. This number is a comparison of the cost for the three already existing transportation boxes and an estimated prize on the developed transportation box. The verdict for this study is to implement the developed box because of the reduced costs and the improvements in the material flow that the box provides.

Packaging is a fundamental part of the life cycle of products and today´s life. Its purpose is to protect and maintain the function of the goods during different stages of the life cycle. Hence, the packaging needs to fulfil the functional demands to contribute to a sustainable life cycle of the specific product (Muthu, 2016). Circular Economy (CE) is a methodology which aims to decouple the economic growth and the consumption of finite resources (Hughes, 2017). The idea is to close product and material flow through reuse, repair or recycling methods. The possibilities for circularity is mainly created in the product development and design phase (European-Commission, 2017). The thesis aim is to assess the potential environmental impact of an existing packaging product and investigate how a circular business model affects the environmental performance. The objectives to answer the aim was to map the wooden material flows of the packaging product and to assess the potential environmental impacts throughout the Lifecycle of a wooden pallet, i.e. the NONS pallet. The results pointed out that the pallet stands for the largest share of packaging products at the pallet production site at Jularbo. However, it only constitutes for under 1 % of the total outtake of logs (volume) in the supply chain of AB Karl Hedin. The MFA also displayed that the supply chain is utilising the bio-material in the best possible way with little or no possible improvements. Instead, the circularity possibilities were within the distribution phase of the lifecycle. The Cumulative Energy Demand of the NONS pallet was 376.4 MJ, with the main contribution from the production of the NONS pallet, including the supply chain. The outcome of the characterised results was that the production including the supply chain and the disposal stage contributed the most in all categories except for one, terrestrial ecotoxicity. The results of the EcoDesign improvements according to CE, show a reduction in 11 of the ReCiPe categories. For example, the global warming was reduced by 58 %. The CED was decreased in all categories, renewable and non-renewable. However, the EcoDesign improvements lead to an increase in five ReCiPe categories. The increase is related to the additional distance because of reverse logistics. Following recommendations are made based on the results. An implementation of a circular business model is recommended. The model is in line with the recommendations from the European Union and has the potential to decrease environmental impacts throughout the lifecycle. The implementation will require changes in the design of the NONS pallet and collaboration between stakeholders in the value chain to assess the trade-offs between impact categories. The plastic sheet has a high contribution to environmental impact categories and is recommended to be redesign in collaboration with stakeholders within the value chain. Temporarily, the plastic sheet should be placed on top of the pallet to improve the possibilities for reuse and recycling. The combination of a quantitative tool (LCA) and the qualitative (EcoDesign) provides valuable information on how the potential environmental impacts are affected when implementing a more circular business model. Although, there is difficultness of implementing the tools on an existing design and system. The tools should be implemented early in the product development phase to increase the CE options. The action towards circularity should be a proactive measure to ensure competitive advantages for the future. / Förpackningar är en fundamental del av det globala samhället. Förpackningens uppgift är att skydda och bibehålla innehållet under dess livscykel. För att det ska vara möjligt så krävs det resurser i form av energi och material. Cirkulär ekonomi är en metod för att frånkoppla den ekonomiska tillväxten med resursutnyttjande genom att stänga materialflöden. Det kan göras genom återanvändning, lagning, samt återvinning. Tidigare forskning har visat att det krävs metoder i produktutvecklingsfasen för att kunna nå målen inom cirkulär ekonomi. Syftet är att undersöka miljöpåverkan för en befintlig förpackningsprodukt ur ett holistiskt perspektiv för att sedan utvärdera och undersöka hur en cirkulär affärsmodell för produkten påverkar miljön. För att nå målsättningen utformades delmål utifrån en specialutformad träpall, en förpackningsprodukt av AB Karl Hedin. Sedan genomfördes en materialflödesanalys på användningen av träprodukter hos leverantörskedjan, samt en livscykelanalys och EcoDesign analys på den specifika träpallen. Resultaten visar att produktionen av NONS pallen står för den största andelen (volym) i produktionsanläggningen i Jularbo (produkttyp). Men användningen av sågat virke i produkten utgör under 1 % av det totala volymuttaget per år. Materialflödesanalysen visade även att leverantörskedjan utnyttjar de olika delarna från trädet på bästa möjliga vis. Istället fanns det större potential för att återcirkulera material i distributionfasen samt i slutskedet för träpallen. Resultatet av livscykelanalysen visar att produktionen av NONS pallen (inklusive leverantörer) har störst miljöpåverkan sett ur ett holistiskt perspektiv. Resultatet av EcoDesign förbättringarna, baserade på cirkulär ekonomi, visar en minskning inom 11 av 17 ReCiPe kategorierna. Den globala uppvärmningen (CO2 eq) minskade med 58 %. Det kumulativa energibehovet minskade inom alla kategorier, förnybara samt icke-förnybara. Resultatet visar även att miljöpåverkan ökade inom 5 kategorier vilket kan härledas till det ökade logistikbehovet för cirkulära flöden. Rekommendationerna utifrån resultatet är följande, Implementera en cirkulär affärsmodell vilket är i linje med rekommendationer från EU och den har potential att minska den totala miljöpåverkan. Det kommer krävas ombearbetning av pallens design samt ett ökat samarbete i AB Karl Hedins värdekedja. Plastskyddet har en hög bidragande faktor till miljöpåverkan för NONS pallens livscykel. Därför rekommenderas att ett samarbete mellan olika parter etableras för att omarbeta designen för just plastskyddet. Tillsvidare bör plasten placeras ovanpå pallen för att underlätta återvinning av plasten sam återanvändning av pallen i den cirkulära affärsmodellen. Slutligen, kombinationen av ett kvantitativt verktyg (LCA) tillsammans med ett kvalitativt (EcoDesign) ger goda möjligheter för att utvärdera affärsmodeller mot cirkulär ekonomi. Den cirkulära affärsmodellen har potential att minska den totala miljöpåverkan. Men det kan vara problematiskt och kostsamt att genomföra en cirkulär ekonomi affärsplan på linjära affärsmodeller. Därför ska metoderna implementeras i ett tidigt skede i produktutvecklingsfasen för att uppnå bäst effekt. Implementeringen av cirkulär ekonomi bör ses som ett proaktivt beslut för att vara konkurrenskraftig i framtiden.

A questionnaire was sent to 2,111 U.S. pallet and container manufacturers to (1) estimate the total volume of hardwood lumber, softwood lumber, and wood-based panels used by the industry in 1991, (2) estimate lumber use by species category within the industry, and (3) predict shifts in the volumes of wood-based materials used by the U.S. pallet and container industry. Data from 656 pallet and container manufacturers were analyzed and used to estimate total industry use of the wood materials. Total 1991 hardwood lumber and cant use was estimated to be over 3.8 billion board feet and consumption was expected to increase 13% by 1993. Softwood lumber and cant consumption in 1991 was estimated to be over 1.8 billion board feet and an increase of 7% was expected by 1993. Softwood plywood use during 1991 was estimated to account for 271 million square feet (3/4" basis) and consumption was expected to increase by 13% through 1993. Oriented strandboard use for 1991 was estimated to be 36 million square feet (7/16" basis) and use of OSB was predicted to increase 25% by 1993. Oak was the largest single species group consumed by pallet and container manufacturers in 1991, accounting for over 1.6 billion board feet of lumber, cants, parts, and shook. Southern yellow pine consumption was an estimated 541 million board feet in 1991, followed closely by almost 500 million board feet of yellow-poplar, and over 227 million board feet of alder. Seventy percent of hardwood lumber and cant purchases (by volume) were made direct from the sawmill in 1991. Softwood lumber purchases were made either from a lumber broker (38%) or direct from the sawmill (37%). / Master of Science

Thesis (PhD)--Stellenbosch University, 2012. / ENGLISH ABSTRACT: Road Tra c legislation prescribes constraints on the forces/loads which vehicles may exert on the road at contact surfaces or load points. These constraints have bearing on speci c contact surfaces or groups of contact surfaces. The constraints are in the form of maximum force values and maximum ratios, which may exist between forces. The forces exerted by a vehicle on the road is determined by a combination of the vehicle's own mass, dimensional characteristics, and the mass and position of its cargo. The mass and position of the cargo can be modelled by only considering its centroid. The centroid's position is linked to a certain cargo arrangement. It is necessary, in terms of legal constraints, to distinguish between legally permissable- and non-permissable arrangements. Methods are proposed in this dissertation to determine the borders for the position of the centroid according to cargo-mass, for a variety of vehicle con gurations. The determination of borders for the position of the centroid is the result of a three part process. Firstly, the legal limits are translated to mathematical inequalities that must be satis ed for the forces at contact surfaces. Secondly, conservative parametric estimates for the forces, in terms of the position and the mass of the centroid of a given vehicle, must be derived. Finally these estimates are incorporated into the load constraints and an enclosed permissable area for the centroid is found. These position constraints are suitable inputs to solution methods of various cargo arrangement problems. Linear programmes which can solve certain general arrangement problems by utilising the position constraints on the centroid, were successfully developed. Solutions are presented for the arrangement of pallet-freight, as well as the arrangement of cargo units with asymetrical centroids over the length or width of a vehicle's cargo area. / AFRIKAANSE OPSOMMING: Padvervoerwetgewing skryf grense op kragte/laste voor wat voertuie by kontakoppervlakke of laspunte, op die pad mag uitoefen. Hierdie voorskrifte het betrekking op spesi eke laspunte en groepe van laspunte. Die voorskrifte is in die vorm van maksimum laswaardes by laspunte en maksimum ratio's wat tussen sekere laste mag bestaan. Die laste wat 'n voertuig op die pad uitvoer word bepaal deur 'n kombinasie van die voertuig se eie massa, dimensionele eienskappe, sowel as sy vrag se massa en posisie. Die vrag se massa en posisie kan gemodelleer word deur slegs die massamiddelpunt daarvan te beskou. Die massamiddelpunt se posisie word gekoppel aan 'n bepaalde vragrangskikking. Dit is nodig om, in terme van wetlike voorskrifte, te kan onderskei tussen wetlik toelaatbare en -ontoelaatbare rangskikkings. Metodes word in hierdie proefskrif voorgestel waarmee daar grense vir die posisie van die vragmassamiddelpunt bepaal kan word na gelang van die vragmassa, vir 'n verskeidenheid van voertuigkon gurasies. Die bepaling van grense vir die posisie van die vragmassamiddelpunt is die resultaat van 'n drieledige proses. Eerstens word die wetlike beperkings herlei na wiskundige ongelykhede waarbinne laste by kontakoppervlakke moet val. Tweedens word konserwatiewe parametriese beramings vir die laste verkry in terme van die ligging en massa van die vragmassamiddelpunt vir 'n gegewe voertuig. Laastens word hierdie beramings in die lasbeperkings opgeneem om 'n afgebakende toelaatbare gebied vir die vragmassamiddelpunt se posisie te verkry. Hierdie posisiebeperkings is geskik om as inset te dien in die oplossingmetodes van 'n verskeidenheid van vragrangskikkingsprobleme. Line^ere programme wat sekere algemene rangskikkingsprobleme kan oplos deur die aanwending van posisiebeperkings op die vragmassamiddelpunt, is suksesvol ontwikkel. Oplossings word aangebied vir die rangskikking van paletvrag, asook die rangskikking van vrageenhede met asimmetriese massamiddelpunte oor die lengte of breedte van 'n voertuig se vragarea.

<p>En undersökning om möjligheterna att använda återandvändningsbara pallband och de ekonomiska förutsättningarna för detta. En genomsökning av vad som finns på marknaden. Beräkning av de krafter som enhetslasten kan utsätta pallbanden för. Utveckling av egna förslag till återanvändningsbart pallband med snabbspänne och bandning på tre sidor. En översikt av de positiva och negativa effekter som blir vid ett byte från dagens bandning med PP-band till ett återanvändningsbart pallband</p> / <p>An investigation of the possibility to use reusable strapping and the economic conditions for this. Going trough what exist on the market. Calculation of the forces that the unit load can expose the strapping for. Developing of own suggestions for reusable strapping with quick buckle and strapping on three sides. A short look at the positive and negative effects that comes from a change from today’s strapping with PP-strap to a reusable strapping.</p>