| 1. |
- Andersson, Dan, 1966, et al.
(author)
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Trafikslagsövergripande databas för godstransporter
- 2005
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Reports (other academic/artistic)abstract
- Många anser att nuvarande statistikproduktionen inom godstransportområdet inte är tillräcklig för att tillgodose alla intressenters olika behov och en komplettering av den officiella statistiken har diskuterats under en låg tid. Syftet med denna förstudie är att identifiera myndigheters och transportbranschens databehov samt krav och önskemål avseende en gemensam godstransportdatabas. Dessutom skall den direkta eller indirekta påverkan från andra intressenter beaktas. Förstudien belyser också de sekretesskrav som påverkar uppbyggnaden av en databas.
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| 2. |
- Andersson, Dan, 1966, et al.
(author)
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Trafikslagsövergripande databas för godstransporter : Traffic mode generic database for freight transport
- 2005
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Reports (other academic/artistic)abstract
- Många anser att nuvarande statistikproduktionen inom godstransportområdet inte är tillräcklig för att tillgodose alla intressenters olika behov och en komplettering av den officiella statistiken har diskuterats under en låg tid. Syftet med denna förstudie är att identifiera myndigheters och transportbranschens databehov samt krav och önskemål avseende en gemensam godstransportdatabas. Dessutom skall den direkta eller indirekta påverkan från andra intressenter beaktas. Förstudien belyser också de sekretesskrav som påverkar uppbyggnaden av en databas.
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| 3. |
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| 4. |
- Arvidsson, Niklas, 1979, et al.
(author)
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Options for increasing transport efficiency in urban freight distribution: do more with less
- 2009
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In: Logistics Research Network Annual Conference (LRN), Cardiff, 9-11 September.
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Conference paper (other academic/artistic)abstract
- This paper seeks to provide a set of structured measures for transport efficiency improvements from the perspective of the road haulier, particularly regarding improvements suitable for urban distribution and their effects, and stressing the need for the road hauliers to cooperate with other actors. The first part of the paper briefly recapitulates some of the literature within the area of transport efficiency. The second part presents potential transport efficiency improvements with respect to environmental and logistics impact. In the third section a summary of these efficiency measures is presented in a matrix, taking into account whether these measures can be seen as costs or benefits for the actors involved. The results show ambiguous and intricate relations with regards to costs and benefits for the actors in the system and could possibly explain some of the resistance to change within the freight industry. However, an increasing amount of transport operators are now offering more sustainable transport solutions, even at a lower price than ordinary deliveries, and this service might gain them a competi-tive advantage in the future.
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| 5. |
- Arvidsson, Niklas, 1979, et al.
(author)
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Review of road hauliers’ measures for increasing transport efficiency and sustainability in urban freight distribution
- 2013
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In: Transport Reviews. A Transnational Transdisciplinary Journal.. - : Informa UK Limited. - 0144-1647 .- 1464-5327. ; 33:1, s. 107-127
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Journal article (peer-reviewed)abstract
- This paper analyses a set of measures for transport efficiency improvements from the perspective of the road haulier, particularly regarding improvements suitable for urban distribution and their effects. The first part of the paper addresses literature within the area of transport efficiency. The second part reviews potential transport efficiency improvements with respect to environmental impact and the number of actors involved in the decision. The third part presents results from interviews with the CEOs of two road hauliers regarding their opinions of the transport efficiency measures. Finally, the conclusions about transport efficiency measures are summarized in a matrix, taking into account whether these measures can be considered as costs or benefits for the actors involved. The results show ambiguous and often intricate relations with regard to costs and benefits for the actors in the system. They also explain part of the inertia to change within the freight industry. However, an increasing number of transport operators are now offering more sustainable transport solutions and this service might gain them a competitive advantage in the future.
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| 6. |
- Browne, Michael, et al.
(author)
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MIND THE GAP: THE INTERFACE BETWEEN AUTONOMOUS VEHICLES AND THE LOGISTICS SYSTEM
- 2020
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Conference paper (other academic/artistic)abstract
- Purpose Using autonomous vehicles in goods transport has potential benefits. However, the transition to a future autonomous (and electric) freight system needs to take account of the interface between the vehicle and other parts of the logistics system in order to exploit potential benefits and overcome challenges related to the absence of a driver. The purpose of the research is to identify the prerequisites for achieving automated loading, unloading, related information handling and in-plant transport at these interfaces. Research Approach Cases studies consider senders and receivers of various products as well as organisations that have a role including real estate companies that develop warehouses and terminals. The case studies consider vehicle and handling equipment technology alongside the processes that may need to change if the efficiency gains of an autonomous vehicle are to be realised. Research questions are addressed at the logistics system level. The cases studies combine questions about logistics process and technology alongside those concerned with underlying business models. Findings and Originality Results presented are at the half way stage of a two-year project and will be based on the initial series of interviews for four case studies. Findings so far include: (1) lack of development in this topic compared with interest in autonomous and automated transport (2) importance of organisational ssues in the logistics chain e.g. contractual relationships (3) importance of taking a broad view of the companies that need to be involved (4) product type and characteristics are important but other factors may have more influence on the scope to develop initiatives in this area. Research Impact The research provides insights into the complexity of the interfaces in autonomous and automated transport and logistics systems. The empirical findings enrich the discussion of this field. Combining insights from logistics, technology, materials handling and business has demonstrated the benefits of an interdisciplinary approach. Practical Impact Autonomous transport systems may bring many commercial benefits. However, the scale of these benefits will be significantly diminished if questions about the interface points in the logistics system are not addressed. The outputs of the research will provide important insights for managers addressing these challenges.
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| 7. |
- Egels-Zanden, Nicklas, et al.
(author)
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Handelns digitalisering - Undran inför framtidens affärer
- 2016
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Editorial collection (other academic/artistic)abstract
- Handeln har länge kretsat kring det personliga mötet där den fysiska butiken – affären – har spelat en betydande roll för hur affärer görs. När handeln nu digitaliseras väcks en rad frågor om hur framtidens affärer kommer att se ut. I boken problematiseras och diskuteras handelns digitalisering med utgångspunkt i den fysiska butiken. Vidare behandlas vad som skapar värde för affären och affärerna utifrån teman om konsumenter, format, varuflöden, transparens och organisering. Med exempel från bland annat ICA, IKEA och Nudie Jeans lyfter författarna fram funderingar och tolkningar om vad digitaliseringen innebär för handeln och framtidens affärer – i dubbel bemärkelse.
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| 8. |
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| 9. |
- Heljedal, Martin
(author)
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Factors Influencing the Choice between Road and Multimodal Transportation
- 2013
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Licentiate thesis (other academic/artistic)abstract
- Non-sustainable transportation is a great part of the stress that human activities put on the environment. Road transportation constituted 74% of the total inland tonne-kilometres in the EU during 2009, to be compared to rail transportation at 15%. In Sweden the numbers are slightly more in favour of rail transportation, but still a small share despite the fact that the European Committee promotes sustainable modes of transport. To reduce the environmental impact from the transport sector, and be able to promote the use of sustainable transport modes, it is important to gain an understanding of why the modal balance is disposed this way. By case studies and a survey, four factors, viz costs, environmental impact, attitudes and risks, and their impact on the choice of mode of transportation for companies located in the vicinity of a rail terminal are studied.The results clearly show that the environmental impact of rail transportation is only a fraction of that of the road transportation and could possibly influence the choice of rail transportation in a positive way. However, rail transportation is less cost efficient, flexible and reliable and these aspects – despite the advantageous conditions in terms of infrastructure and geographical vicinity to a rail terminal – contribute to a negative bias towards rail transportation among companies in the study. Thus, the cost and attitudes factors counteract the choice of rail transportation. In addition, risks, as the final factor, also counteracts the choice, since it is found that respondents consider the risks of disturbances such as delays, theft and accidents to be important when considering mode of transportation and that rail transportation is viewed as lacking compared to road transportation.This thesis contributes to the existing theory about the costs-related issues and the environmental impact of rail transportation, as well as how companies with beneficial conditions to employ rail transportation consider the mode with regards to e.g. reliability and safety, and how these factors influence the modal choice among buyers of transportation services that are located close to a rail terminal. With this knowledge, policymakers are informed of which areas to concentrate taxes, subsidizations and information to. These things are in all probability necessary if a large scale modal shift is desired. The contribution of the effect a modal shift could have on the environmental impact of the transportation might make certain practitioners that compete on a market where a low environmental footprint is a strong competitive weapon to rethink their modal choice.
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| 10. |
- Jivén, Karl, et al.
(author)
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Consequences of speed reductions for ships - An impact study for shipping companies and Swedish business
- 2020
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Reports (other academic/artistic)abstract
- Mandatory speed reductions have been proposed by different parties within the International Maritime Organization (IMO) as a short time measure to reduce the emissions of greenhouse gases from shipping. This study assesses what consequences it can have for Swedish shipowners and the Swedish business society that relies on maritime transportation in their supply chains. The most relevant IMO proposals for mandatory speed reductions are described in the study and from these a selected number of speed reduction proposals are analysed further. The speed that the vessels is operating at will affect the consumption of fuel per transport work and in many cases, a lower speed will also result in a reduced greenhouse gas impact per moved amount of cargo. The effects in total savings are higher for the speed reductions close to vessels design speed and will give lower savings the more the speed is reduced. The results show that the effects for a specific shipping company can be anything from minor towards an impact that makes the present business case unfavourable. The study cannot lay down that mandatory speed reductions will give all shipping companies severe negative effects, this as the effects will vary substantially, from positive to negative, depending on shipping segment, geographic market, modal competition and the design of the service. It is clear, though, that some shipping companies will be severely affected. When fuel savings from speed reduction is assessed, the relation between main engine power needed for propulsion and vessel speed reduction, Power = k*(v/v0)3 is often used; where v is the reduced speed and v0 the initial reference speed. This relation normally gives the correct correlation for smaller speed reductions but will overestimate the savings for larger speed reductions. A reason for the overestimates is that the fuel consumption in the main engines will not reach zero consumed fuel at zero speed (as the model indicates). Just the fact that the engines are running also at berth will consume fuel and, further, the engine and propulsion efficiency will decrease gradually when the system diverge from the speed for which the system is optimised for. The calculations in the case studies and interviews performed in this study indicate that some of the logistics service designs will require a totally different one in case that the speed is required to decrease. Such effects can be that the turnaround time is not efficient for the number of trips per day, or weekly service that the service is designed for. For other cases, the speed is already at such a low level, compared to the average for the vessel size and segment, that even relatively large speed reduction requirements will not require further reductions and hence not affect the operations at all. Other setups will instead lose competitiveness in comparison with competing road transport with an expected effect on modal shift towards road transport. The consumption and the related greenhouse gas emissions per transported amount of cargo seem for most of the analysed cases be possible to lower with reduced speed for the speed limitations under study. However, the cost per moved amount of cargo seems to be optimised at present speed and tends to increase in case of further speed reductions. This has been assessed with simplified economical calculations for a tanker and a RoRo vessel case, respectively. The interviews conducted among shipping companies give similar results as in the case study assessment: mandatory speed reductions will impose significant economical and logistical implications on ship-owners and their customers, especially in liner shipping. An often-discussed issue is the possible effects of more vessels needed to be built when speed is lowered. An assessment performed for a Panamax tanker transport setup in a life cycle perspective indicates that the increased need for extra tonnage, when speed is lowered, will give a marginal effect on total greenhouse gases per transport work performed. This as the operational emissions connected to the consumption of fuel oil totally dominates the impact compared to building, maintaining and scrapping a vessel.
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