Dissertations / Theses on the topic 'Transport industry'

The object of this project was to identify those elements of management practice which characterised firms in the West Midlands Road Transport Industry. The object being to establish the contents of what might be termed a management policy portfolio for growth. The First Phase was the review of those factors which were generally accepted as having an influence on the success rate of transport firms in order to ascertain if they explained observed patterns. Secondly, if this were not the case, to instigate a field work study to isolate those policies which were associated with growth organizations. Investigation of the vehicle movements for the entire West Midlands Fleet over a complete licence cycle suggested that conventional explanations could not fully account for the observed patterns. To carry out the second phase of the study a sample of growth firms were visited in order to measure their attitudes on a range of factors hypothesised to affect growth. Field data were analysed to establish management activities over a wide range of areas and the results further investigated through a Principal Components and Cluster Analysis programme. The outcome of the study indicates that some past attitudes on the skills and attitudes of transport managers may have to be re-examined. As a result, the project produced a new classification of road transport firms based not on the conventional categories of long and short haul, or the types of traffics carried, but on the marketing policies and management skills employed within the organization.

This study aims to improve transportation held between six auction centers, Inter-Auction Transportation, of FloraHolland. FloraHolland serves ninety eight percent of the Dutch market and is the largest auction in floriculture industry. The company wants to give the best sale opportunities with the costs as low as possible and this is the main initiative of this study. In this line of thought, FloraHolland wants to have a improvement on its current routing and scheduling mechanism. Exact models do not work due to the complexity and the size of the problem. Therefore, we developed a two-stage approach specific to this study. With this approach, we split exact approach into two, a mathematical model followed by a heuristic. In the exact approach, trucks are routed and scheduled at the same time. On the other hand, our solution approach first determines most efficient routes to be followed with Cycle Assignment Model and then, with Scheduling Heuristic, trucks are assigned to the routes, so within day transportation is planned in detail. Overall, each stage of this approach works in harmony and brings good solutions in a short CPU time.

This thesis examines the liberalisation of the European Community's civil aviation industry and attempts to measure how effective this process has been in achieving its goal of increased competition and greater efficiency. Using the experience in the United States following deregulation of domestic air transport services as a template, the study employs Easton's model of political analysis and Porter's model of competitive forces as a framework for empirical research. This research was carried out with a representative sample of EC airlines, of their suppliers and customers, of providers of substitute services and of the industry's regulators. The results of the research were validated by personal interviews with leading stakeholders in the industry. The main Conclusions drawn from the research are that: i. liberalisation of the European Community air transport market has resulted in an influx of new entrants, an increase in the number of routes operated and a wider availability of discounted fares; ii. to the extent that competition has nevertheless been less fierce than anticipated, this is because the aims of liberalisation have been frustrated by a resistance to change on the part of certain Member States and by the European Commission's inability to prevent further grants of State aid to loss-making flag carriers. Inadequate infrastructure has also acted as a brake on competition; iii. customer choice is strongly influenced by frequency of service and by price. Those airlines which have set out to gain market share and which have pursued low price strategies have benefited most from liberalisation; iv. airlines benefit from selling to a large number of buyers and from having a wide choice of suppliers; V. the only threat of substitution to air travel within the European Community is from the High Speed Train and then only over comparatively short distances.

Machine learning has made a big breakthrough in knowledge processing. Most of the routine operations are algorithmized and transferred to machines; a person, as a rule, acts as a teacher and controller. The indisputable advantage of machining is speed and the minimum probability of making mistakes.

L’organisation du transport international et la gestion de la supply chain deviennent essentielles pour les entreprises multinationales quand la production se délocalise. Etant une filière dont la production se mondialise très tôt, la filière du textile-habillement illustre bien le processus de la mondialisation. Cette thèse étudie la question du transport dans la filière du textile-habillement à partir de la sous-traitance de production en Chine, actuellement le site de production de vêtements le plus important du monde. Par les entretiens avec des entreprises du textile-habillement et des organisateurs de transport en Chine, à Hong Kong et à Taiwan, nous décrivons d’abord la répartition des responsabilités de transport entre producteurs, intermédiaires et distributeurs. Ensuite nous analysons comment les acteurs s’adaptent à la contrainte du transport en organisant leur production et comment la façon dont ils externalisent leurs activités de transport affecte le marché des organisateurs de transport international. Avec les entreprises hongkongaises et taiwanaises, les acheteurs occidentaux peuvent se décharger de la coordination des activités de production en Chine. Une chaîne industrielle intégrée de l’amont à l’aval dans les agglomérations industrielles chinoises permet de réduire le temps de transport des tissus et d’autres produits intermédiaires. La vente FOB des produits d’habillement chinois laisse toute latitude d’organiser le transport international des produits finaux aux distributeurs. Le marché des produits d’habillement dans la plupart des pays industrialisés se concentre de plus en plus entre les mains des grands distributeurs. Ceux-ci sous-traitent l’organisation de transport aux organisateurs de transport à l’échelle multinationale capables d’organiser le transport international dans plusieurs pays. La domination des distributeurs dans la filière a créé un environnement favorable au développement des organisateurs de transport multinational. Cette thèse montre parallèlement les évolutions de deux systèmes, le système de la production et celui du transport, qui sont liés par l’externalisation des activités de transport. C’est un processus interactif de la mondialisation où l’un s’adapte à l’autre d’une façon complexe dans les deux sens. Le développement technique, la réglementation internationale et nationale, la force du marché, et la particularité historique, géographique et sociale : tous ces facteurs interviennent dans ce processus. Dans le cas de la Chine, nous voyons qu’un environnement de transport qui facilite les échanges internationaux des marchandises est indispensable pour que les entreprises industrielles d’un pays puissent s’insérer dans la chaîne de valeur mondiale
The subject of international transportation organization and supply chain management are becoming essential for multinational companies in today’s global economy. The textile and apparel industry illustrates well the process of globalization in the manufacturing sector as this is an industry whose manufacture takes on a global dimension earlier than other industries. Starting from 2005, apparel exports from China accounts for more than one-third of world’s total apparel trade. Most researches on supply chain management in this industry emphasize the role of retailers, e.g. brand chain stores, department stores or hypermarkets. This paper focuses on the manufacturing aspect, namely the process from raw materials to products. We have conducted interviews with Chinese manufacturers, commercial intermediaries (Hong Kong and Taiwan), western buyers and freight forwarders. Firstly we analyze the process from textile procurement to apparel delivery, with an emphasis on the Incoterms (Internatonal Commercial Terms) and transportation mode, time and cost. We can see how the actors adapt to the constraints on transportation systems and how this shapes the way that western buyers outsource the manufacture. The apparel industry in China adopted the manufacturing model used in newly industrialized Asian countries including Hong Kong, Taiwan and South Korea. From 1980s, the companies in these countries moved their production chain to China and became intermediaries between Chinese manufacturers and western buyers. The manufacturers take care of everything from textile procurement to apparel making instead of handling only the final stage. A complete vertical integration in the industrial clusters in China can reduce the transport time of tissues and other intermediate products. Subcontractors in China usually sell the goods on Incoterms FOB that gives western buyers the latitude to organize international transportation. Besides, the ways they externalize their transportation activities affect the market share of international freight forwarders. Western buyers often externalize the transport organization to those freight forwarders who have their own network in multiples countries. The dominance of distributors in the apparel industry has created an environment favorable to the development of multinational freight forwarders. At last we examined the market of freight forwarders in China from the viewpoint of regulation. The western freight forwarders groups expand their global network while western industrials establish their foreign sites. As western buyers have more power to decide the transportation of exporting goods, western forwarders have also the dominance in the China’s market. In this condition, it is difficult for local Chinese forwarders to develop their own worldwide network. Hence, Chinese government takes measures to comply with the WTO principles but protect the local Chinese forwarders at the same time. This thesis shows in parallel the development of two systems, the one of production and the other of transportation, which are bound by outsourcing of transportation activities. It is an interactive process of globalization where one fits the other in a complex way in both directions. Technical development, international and national regulations, market power and historical, geographical and social features: all these factors involved in this process. In the case of China, we can see that a transport environment which facilitates the international trade is essential for the industrial enterprises of a country to integrate into the global value chain

Abstract : Bridges are important links in the road network. Over the years, bridges have been designed to various standards as they were built in different periods. The road infrastructure grew as the country developed and the population spread out. The technology also has significantly developed in structural assessment of bridges, resulting in better understanding of bridge structures and their behaviour. As funds availability is tightened, road authorities around the world are facing challenges related to the implementation of optimal bridge management programs based on lifecycle cost, remaining life and bridge capacity considerations. This has led to public expectation of wise spending of funds which wisdom requires proper prioritisation of bridge repair, rehabilitation, maintenance, and replacement projects. The bridges in the network are checked for capacity only when there is a proposal to introduce new operational vehicles or to increase existing legal load limits. This also happens when a single operator wants to introduce a truck with new axle configuration. A strategy is required to upgrade bridges on sub-networks in a proactive way in anticipation of new operational loads or legal limits being imposed. This PhD research project will investigate the different design standards that have been used to design bridges in Australia, and the different operational loads that are currently in use on Australian roads. The research will determine service levels that can be applied to sub-networks in terms of operational loads, and develop a methodology to identify bridges that require upgrading in a sub-network. The options for upgrading can be developed based on this methodology; the economic benefits can be measured in terms of the cost to upgrade a particular part of the overall network from one service level to another and the cost benefit from increased freight movement on the upgraded route. While estimating the cost of upgrading, various repair and strengthening methods will be considered with special emphasis on bridge capacity. Appropriate decision-making tools in route upgrading will be identified and their application demonstrated. These tools will assist the bridge planners and managers attached to road authorities to analyse their bridge network, identify sub-networks in terms of introducing appropriate service levels, and look into the logistics of manoeuvring different operational loads from one part of the state to another via identified routes The current network status assigned to roads is based solely on pavement management requirements. It is proposed that in this PhD research the network status will be extended to bridges as well to determine the required service level of the bridges in terms of bridge capacities required for operational loads. In summary, the primary objective of this research is to develop a strategy that will determine required service levels for routes based on service levels and the secondary objective is to develop methods, models and identify tools to assess the cost effectiveness of alternative bridge management solutions for individual bridges and networks. It is more economical to have sub-networks identified with a service level for use by certain operational load or loads. This will allow the road authorities to make maximum use of the capacities of the existing bridges in that sub-network rather than upgrading all the bridges in the whole network to accommodate the highest operational load or satisfy a new design standard.
Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
Griffith University. School of Engineering.
Science, Environment, Engineering and Technology
Full Text

The incumbent firms in the large commercial aircraft industry (LCA) oligopoly are faced with many short to medium term challenges that will shape their future competitiveness. The financial crisis has accelerated the market dynamics that are driving these challenges. Among them, the sustainable growth of air travel, the increasing costs of new programs and the threat of the new contenders entering the LCA top the list. For all the players and potential players, innovation and internationalization of the supply chain are key determinants of their future competitiveness. The main objective of the thesis is to assess the capacity of emerging countries to turn into innovation powerhouses and become leaders in the large commercial aviation business. The research integrates the supply (technology, structure of the firm, internationalization, strategy, government policy) and the demand side (effect of the airlines market and business strategy on the LCA manufacturers’s strategy). Most of the research in this field have concentrated on the supply side. The thesis focuses on understanding the reasons for the strategic importance of civil aviation in government policy, defining the key determinants of competitveness in the LCA industry, and analyzing the market entry of incumbent firms. More importantly, the research proposes a metric and a cluster analysis to determine whether or not China has the ability to be innovative and to become a leader in the commercial aircraft business.

The target of this diploma thesis is an evaluation of company's financial health. The diploma thesis is divided into two parts - theoretical and practical. The theoretical part presents theoretical findings, which are apllied in the financial analysis. These findings are applied in the practical part to the transport and forwarding company JIPOCAR TRANSPORT, s.r.o. The result of the financial analysis is compared with average values in the industry.

O vinho fino é aquele produzido com uvas Vitis Vinifera. Um bom vinho deve apresentar um equilíbrio entre as suas características químicas e organolépticas. A uva precisa estar em condições físicas e bioquímicas adequadas para que o vinho resulte em qualidade máxima. O transporte e o tempo de espera para o processamento nas vinícolas constituem-se fatores importantes para a produção de vinhos. O trabalho teve como objetivo identificar o impacto destes fatores na qualidade dos vinhos finos produzidos no Estado do Rio Grande do Sul. A metodologia contemplou análises qualitativas e quantitativas realizadas com vinhos tintos e brancos produzidos com uvas nas safras de 2013 e 2014. Foram identificados fatores críticos que devem ser observados durante o transporte e o pré-processamento, os quais são vitais para a manutenção e integridade das uvas. Os resultados revelaram que o transporte e o tempo de espera para o processamento das uvas, modificam as características físico-químicas e sensoriais dos vinhos. As alterações observadas foram de diferentes intensidades em função das safras, da uva (Chardonnay e Merlot), da distância entre o local da colheita e da vinícola, e das temperaturas durante o transporte e o tempo de espera.
The fine wine is the one produced with Vitis Vinifera grape. A good wine must present a balance between chemical and organoleptic characteristics. The grape must be in adequate physical and biochemical conditions for the wine to reach the highest quality. The transport and the waiting time for processing at the wineries are important factors for the production of wines. The study aimed to identify the impact of these factors on the quality of the fine wines produced in the state of Rio Grande do Sul. The methodology included the qualitative and quantitative analysis carried out on red and white wines produced with grapes from the 2013 and 2014 harvest. Critical factors that should be observed during transport and pre-processing were identified, which are vital for the maintenance and integrity of the grapes. The results reveal that the transport and waiting time for processing changed the physical, chemical and sensorial characteristics of the wine. These changes were of different intensities depending on the crop, of the grape (Chardonnay and Merlot), the distance between the place of harvest and the winery, and the temperatures during transport and waiting time.

Thesis (M. Eng. in Logistics)--Massachusetts Institute of Technology, Engineering Systems Division, 2012.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 77-78).
This thesis explores the strategies, methodologies and tools for an optimal management of Reusable Transport Items, such as containers or chassis, in an extensive multi-depots network. We use an ocean shipping company operating globally to propose a broad, comprehensive and integrated system for an optimal management of the fleet, embracing technology, processes and monitoring system. The ability to track these assets is the first step to visibility and fleet optimization and we will question the opportunity for a company to invest in a real time tracking technology. In highly complex logistic networks, the challenge is to get the right equipment at the right place at the right time, in a cost efficient manner and with a fleet size as small as possible. Beyond increased visibility through tracking capabilities, we show that choosing an appropriate utilization metrics helps identify and quantify other areas of improvement. Using actual data, we evaluate to what extent the fleet size can be reduced by improving asset utilization and how leasing also impacts operating costs. We also show how the structural imbalance of trade (some regions being net exporters while others are net importers) impacts both global repositioning policy and local inventory policy, with depots of different profiles requiring different policies. Understanding this systematic and systemic approach of fleet management, we assess the contribution of tracking technology capabilities to these potential improvements.
by Jean-Marie Lefebvre and Dameng Yue.
M.Eng.in Logistics

This thesis examines the British Bus and Tram Industry from 1889 to 1988. The first determinant of the pattern of industrial relations is the development of the labour-process. The labour process changes with the introduction of new technology (electrified trams and mechanised buses), the concentration and centralisation of ownership, the decline of competition, changing market position, municipal and state regulation, ownership and control. The tram industry, as a consequence of electrification, is almost wholly municipally owned and the history of the labour process from horse-trams to the decline of the industry is examined. The bus industry has a less unified structure and is examined by sector; London, Municipal, and Territorial/Provincial. The small independent sector is largely ignored. The labour process is examined from the horse-bus to the present day. The development of resistance in the labour process is discussed both as a theoretical problematic (the `Braverman Debate') and through the process of unionisation, the centralisation and bureaucratisation of the unions, the development of national bargaining structures (National Joint Industrial Council and the National Council for the Omnibus Industry), and the development of resistance to those processes. This resistance takes either a syndicalist form, or under Communist Party leadership the form of rank and file movements, or simply unofficial organisations of branch officials. The process of centralisation of the unions, bureaucratisation and the institutionalisation of bargaining and the relationship between this process and the role of the Unions in the Labour Party is examined. Neo-corporatism, that is the increasing integration of the leadership of the main Union, the T.G.W.U.with the Labour Party and with the State is discussed. In theoretical terms, this thesis considers the debate around the notion of `labour process', the relationship between labour process and labour politics and between labour process and labour history. These relationships are placed within a discussion of class consciousness.

This diploma thesis covers topics such as the role that maritime operations in the country of Guatemala in Central America have in the facilitation of international trade, to achieve the goals an analysis of the products that are handled by the ports is made, also the situations of the ports and the areas in which the ports should be focused for their future development are main topics of study in this thesis.

There is nationwide concern within government and industry bodies about fatigue related road crashes in the road transport industry. Estimation of the size of the problem from crash statistics is difficult. However, with evidence that long distance truck drivers in many countries work extraordinarily long hours and a considerable body of knowledge about the effects of both night work and restriction of sleep, it seems probable that fatigue is a common experience for long distance truck drivers. In this study of fatigue in the road transport industry, 638 drivers operating on long distance routes in Western Australia were interviewed at roadhouses as they obtained meals and refuelled their vehicles. Representatives of 84 companies engaged in long distance transport operations were interviewed on company premises. The study examined working conditions and management practices in the Western Australian industry, which operates in an environment where hours of service regulations are not enforced. One of the aims was to estimate the proportion of drivers and companies that would be affected by the implementation of proposed national hours of service regulations. More than one third of drivers drove in excess of the proposed 14 hour daily limit; when non-driving duties were added, half exceeded the proposed 14 hour limit. One in six drove in excess of the proposed 72 hour weekly limit of driving; when non-driving work was added, nearly one third of drivers exceeded the weekly limit. Small proportions of drivers worked well in excess of these limits, provoking concern that they did not obtain adequate sleep. Nearly 30% of all drivers had obtained less than 6 hours sleep before or on at least one working day in the prior week, and one in twenty reported a working day in which they obtained no sleep. Measures of sleep were predictors of hazardous events on the current journey, and nodding off and near misses while driving over the nine months prior to the survey. Though many drivers worked long hours, only one in ten drivers reported they frequently experienced fatigue during journeys, and three in ten said it was sometimes a problem. Long hours of non-driving work per day and being unable to stop for rest as needed were the best predictors of self-reported fatigue. Drivers identified driving long hours, activities to do with loading or unloading, overly tight delivery schedules, lack of sleep and driving between 2a.m. and 5a.m. as the main causes of their fatigue. Drivers’ and companies’ perceptions about the causes of fatigue differed. Companies thought lack of sleep was the most important cause of their drivers’ fatigue. These differing perceptions are attributed to different experiences of fatigue and business perspectives. Though more than half of the drivers reported that fatigue was never or rarely a problem, 99% reported that they engaged countermeasures to help them manage it. The major countermeasures were pulling over when tired, drinking caffeine beverages, and getting a good night’s sleep before departure. One in six drivers reported that they have used drugs to cope with fatigue. One third of drivers were satisfied with their own and their companies’ efforts to manage their fatigue while driving. Other drivers wanted to do less loading and unloading, and to plan and control their own schedule. Responses provided by both drivers and companies as to why desired countermeasures are not used suggested many are dissatisfied with the countermeasures currently available to them, but accept the status quo because “it’s the nature of the industry”. Almost half of the companies indicated that their current efforts to manage their drivers’ fatigue were adequate. Amongst the companies who said they should do more, the most frequent suggestion was to provide drivers with education about fatigue. Only small proportions of the companies identified interventions that required the company to change its operations. Many companies said drivers should regulate their own driving hours, take adequate rest breaks and maintain adequate levels of health and fitness. The disparity between drivers’ and companies’ views about causes and effective countermeasures will need to be resolved for, unless there is agreement on what factors need controlling and how it should be done, effective management will be hard to achieve. Few companies reported having a formal fatigue management plan or policy. Yet many companies engaged in practices appropriate to the management of fatigue. Such practices were not universal, however, and it was evident that some companies engaged in practices that might contribute to drivers’ fatigue. More than half of the companies restricted hours’ of driving, though less than one third restricted hours to 14 or less. Half of the companies restricted weekly driving but less than half set limits of 70 hours or less. So, many of the companies would be in breach of the proposed national hours of service regulations. Other strategies (such as the use of crewing and rostering systems best suited for fatigue management, driver selection, education of operational and managerial employees and monitoring drivers’ fitness to drive) were not or poorly applied in some companies. Both drivers and companies rated fatigue to be a more frequent problem for other drivers than for themselves or their employees. These patterns of responses are consistent with an overly positive self assessment of abilities and levels of risk compared to others, the illusion of having greater control over the situation compared to others, and trip by trip rather than global estimates of risk. The belief that fatigue is a problem for other industry participants but rarely a personal or own company problem is likely to encourage companies and drivers to pass responsibility for fatigue management to other participants in the industry, rather than acting themselves to resolve the problem. Many drivers and companies thought the industry should regulate itself especially with regard to trip scheduling (rather than regulation being imposed by Government), and provide fatigue education. Many thought the Government had no role to play in fatigue management in the industry. Other responses contrasted two Government roles - provision of infrastructure and enforcement of industry regulations and traffic law. Both groups suggested that Government should extend or improve infrastructure, while relieving industry participants of some charges and taxes. Some drivers and companies suggested more vigorous regulation of and enforcement in the industry. Others wanted Government to loosen industry regulations and industry-specific traffic laws. A critique of the study is offered, including discussion of the problems arising from self-report data and field study methods. However, the merits of field studies are argued because they provided a richly textured account of the experiences and opinions of industry participants. Such information allows change agents to focus on the problems as they are recognised and construed by the industry, and identify barriers to change. It is clear that reorganisation of work is needed in the long distance road transport industry to curtail overly long work periods. Because sleep cannot be mandated, drivers must be given the opportunity to obtain adequate sleep and be informed of the benefits of doing so. The success of providing for sleep will depend upon drivers’ and companies’ appreciation of its importance. These results suggest both drivers and companies do not adequately consider missed sleep as an important factor in fatigue causation. Effective fatigue management requires attention to all causes of fatigue, not just driving hours and opportunities for rest. Therefore, a system is needed to manage fatigue risk in the industry that offers a more comprehensive approach to managing fatigue than that offered by hours of service regulation.

With the booming volume of international trade, the container shipping industry plays an important role in the world now. The previous literature only shows separate factors for the development of the port. And the container transport chain is only analyzed separately without the development of the port. With abundant of literatures and theories, the factors influence the development of the port can be divided into two parts. The external factors include the hinterland, the international trade and the policies. And the competition and coordination between different ports constitute the internal factors. The container transport chain is important for the internal factors. It can affect the area of the hinterland and the cost for the customers. The Tianjin Port is introduced as the case for this thesis. And for the comparison, the mature port Rotterdam and the competitors within Bohai Rim are showed. The data are from official website of the ports and other organizations with high reputation. And the relationships of the inside and external factors are discussed in the analysis. With the SWOT matrix, the case of Tianjin Port is compared with the mature port Rotterdam and its competitors Qingdao Port and Dalian Port. The container transport chain in Tianjin has the disadvantages such as complicated information flow system, lower capacity of rail transportation and the over fierce market of the third party logistics companies. By the end of the thesis, how to adopt the container transport chain with the rapid development of the port and some suggestions for the further development of Tianjin Port are given as the conclusion.

The purpose of this creative project was to provide those Black entrepreneurs interested in the trucking industry with information necessary for success in this dynamic field. This learning package was developed to satisfy two specific goals.The first goal was to provide future Black entrepreneurs with a background of the trucking industry. The second goal was to prepare an effective instructional learning tool for Black entrepreneurs going into the trucking industry.The problem of meager statistics on Blacks in the trucking industry led me to the development of my study.
Department of Urban Planning

The blockchain technology constitutes a domain where significant research is done. The technology revolutionized the world through the cryptocurrency Bitcoin, and since then new applications of the technology have emerged. One of the applications is to represent real assets as digital assets on a blockchain, so called smart-property. In this thesis a smart-property solution is utilized to address creditworthiness issues within the transport industry. A Proof-of-Concept (PoC) is implemented using smart-property through colored coins on Bitcoin’s blockchain. To conclude the usefulness of the solution, two alternative solutions are proposed for comparisons. Requirements for a solution to the problem are specified, and the solutions are evaluated against them. Thus the thesis investigates and compares the solutions’ abilities to address the creditworthiness problem motivating the thesis. The evaluation aspects constitute of: confidentiality, integrity, availability, consistency, immutability, response time, cost, customer usefulness, trust and environmental issues. It is concluded that a smart-property solution is adequate for the problem. The solution however got inadequacies, mainly regarding confidentiality, but that is concluded not to affect the problem domain.
Blockchainteknologin utgör ett område där mycket forskning utförs. Teknologin revolutionerade världen genom kryptovalutan Bitcoin, och sedan dess har nya applikationer av teknologin växt fram. En av applikationerna är att representera verkliga tillgångar som digitala tillgångar på en blockchain, så kallad smart-property. I denna uppsats används smart-property för att lösa kreditvärdighetsproblem som finns inom transportindustrin. En implementation för att påvisa konceptets ändamålsenlighet utförs där smart-property används genom colored coins på Bitcoins blockchain. För att kunna bedöma användbarheten hos lösningen, föreslås även två alternativa lösningar för jämförelse. Krav för en lösning på problemet specificeras i uppsatsen och lösningarna evalueras mot dessa. Alltså undersöker och jämför denna uppsats lösningarnas förmåga att lösa kreditvärdighetsproblemet som motiverar denna uppsats. Aspekterna för evaluering utgörs av: konfidentialitet, integritet, tillgänglighet, konsistens, oförändlighet, responstid, kundnytta, pålitlighet och miljöpåverkan. Slutsatsen som dras är att en lösning baserad på smart-property är adekvat för problemet. Lösningen har dock brister, främst vad gäller konfidentialitet, som däremot inte påverkar problemdomänen.

The liberalisation of transport capacities and prices of land-based transport of goods in Europe in the 1990s led to an increasingly market-orientated decision process for the users of piggyback transport services. However, the empirical research has not yet examined the contracts co-ordinating German piggyback transport chains in this changed environment. This analysis seeks to explain the four types of contracts most commonly used in German piggyback transport by relating them to the theory of transaction cost economics (TCE). The qualitative case study approach adopted here derives from the tradition of Oliver Williamson’s research. The hypothesis of the thesis relates the different contract designs to the type of transport service: the higher the specificity of an asset to fulfil the transport service required by the freight forwarder, the higher the tendency to vertically integrate piggyback transport services. Put differently, the following question is answered: ‘do the contracts used by freight forwarders to acquire the transport service of rail operators result in the lowest transaction costs o f the existing contracts for the specific haulage requested?’ The thesis models these transaction attributes o f the rail transport services for piggyback according to TCE and subsequently assigns them to the contract design elements o f the four types o f contracts. The first two contracts are efficient in all transport services they co-ordinate and the third is efficient to a large extent in terms o f the volume o f services co-ordinated. The fourth contract type cannot currently be designed in a way efficient for TCE.

Este trabalho tem como objetivo avaliar um conjunto proposto de indicadores analítico-descritivos e de avaliação de desempenho para frotas de agroindústrias canavieiras brasileiras, já que o Brasil, conforme Lucchesi (1995), é o maior produtor mundial de cana e esta cultura, segundo Paixão (1994), dá trabalho a 3% do total de pessoas empregadas no meio rural do país. Para a coleta de dados dos testes, um questionário foi aplicado para as 323 usinas de açúcar e álcool brasileiras existentes entre 1998 (safra 1997/1998) e 2000 (safra 1999/2000). Na safra 1997/1998, 67 empresas participaram, enquanto foram 73 na safra 1998/1999 e novamente 73 unidades produtoras na safra 1999/2000. Os resultados obtidos mostraram a efetividade dos indicadores sugeridos como ferramenta de gerenciamento das frotas canavieiras, além de mostrarem a tendência das frotas das agroindústrias canavieiras de envelhecimento entre 1997/1998 e 1999/2000 e também de crescimento da sua terceirização. Os resultados também apontam para uma tendência dentre as empresas de crescimento da área com colheita mecanizada e do plantio mecanizado.
The present work is aimed at evaluating a group of proposed analytical-descriptive and performance indicators in Brazilian agro-industry sugarcane fleets. Brazil is the world’s greatest sugarcane producer (Lucchesi, 1995) and this activity employees 3% of the rural labor in the country (Paixão, 1994). The data for testing the proposed group of indicators were collected by means questionnaires filled in by sugarcane agro-industries between 1998 (1997/1998 crop) and 2000 (1999/2000 crop). The number of companies involved in the research were 67, 73 and 73 during the 1997/1998, 1998/1999 and 1999/2000 crops, respectively. The results showed that the evaluated indicators can be used as an effective toll for sugarcane fleets management, besides evidencing an aging tendency of the fleets between 1997/1998 and 1999/2000, as well as an increase in outsourcing. The results also showed a trend toward mechanized planting and mechanized harvest in sugarcane enterprises.

1. Arefieva O., Piletska S., Arefiev S. The innovative activity of enterprises as a prerequisite for sustainable economic development. Baltic Journal of Economic Studies, Volume 4 Number 1. Riga: Publishing House «Baltija Publishing», 2018, p. 1-8. URL: https://publons.com/publon/15714795/ 2. S. Tulchynska, O. Popelo, O. Vovk, B. Dergaliuk, I. Kreidych, T. Tkachenko. The Resource Supply of Innovation and Investment Strategies of the Microeconomic Systems Modernization in the Conditions of Digitalization. Transactions on environment and development. Vol. 17, 2021. Pp. 819-828. URL: https://wseas.com/journals/ead/2021.php 3. O. Vovk, M. Kravchenko, O. Popelo, S. Tulchynska, M. Derhaliuk Modeling the choice of the innovation and investment strategy for the implementation of modernization potential. Transactions on systems and control. Vol. 16, 2021. Pp. 430-438. URL: https://wseas.com/journals/sac/2021.php, 4. G. Kucheruk, O. Vovk, N. Kovalenko, V. Romakh, V. Shevchenk Modernization processes development in the implementation of intellectual capital in a crisis. Estudios de Economía Aplicada. Vol. 39 No. 9 (2021): Special Issue: Development of a Market Economy in the context of the Global Financial Crisis. URL: http://ojs.ual.es/ojs/index.php/eea/issue/view/324Pp
In the difficult conditions of foreign policy and internal socio-economic processes, Ukraine needs an effective state policy in the field of transport, which will take into account geopolitical features, in particular the Euro-Atlantic direction of State Development, the peculiarities of the industry in the structure of the economy, its role in the socio-economic transformations of Ukraine and will provide an opportunity for sustainable development of the transport industry and ensure its competitiveness in the international arena. The current level of development of the transport sector, the globalization of World Economic Relations, and the activation of trade relations in the world contribute to the integration of the domestic transport complex into the European and global transport systems. The transport industry is part of the basic, systemically important sectors of the state economy, however, today, the existing potential of industry enterprises is not applied enough, and the sphere itself is under the influence of negative phenomena, in particular caused by the global COVID-19 pandemic.

Recent transonic airliner designs have generally converged upon a common cantilever low-wing configuration. It is unlikely that further large strides in performance are possible without a significant departure from the present design paradigm. One such alternative configuration is the strut-braced wing, which uses a strut for wing bending load alleviation, allowing increased aspect ratio and reduced wing thickness to increase the lift to drag ratio. The thinner wing has less transonic wave drag, permitting the wing to unsweep for increased areas of natural laminar flow and further structural weight savings. High aerodynamic efficiency translates into reduced fuel consumption and smaller, quieter, less expensive engines with lower noise pollution. A Multidisciplinary Design Optimization (MDO) approach is essential to understand the full potential of this synergistic configuration due to the strong interdependency of structures, aerodynamics and propulsion. NASA defined a need for a 325-passenger transport capable of flying 7500 nautical miles at Mach 0.85 for a 2010 date of entry into service. Lockheed Martin Aeronautical systems (LMAS), our industry partner, placed great emphasis on realistic constraints, projected technology levels, manufacturing and certification issues. Numerous design challenges specific to the strut-braced wing became apparent through the interactions with LMAS, and modifications had to be made to the Virginia Tech code to reflect these concerns, thus contributing realism to the MDO results. The SBW configuration is 9.2-17.4% lighter, burns 16.2-19.3% less fuel, requires 21.5-31.6% smaller engines and costs 3.8-7.2% less than equivalent cantilever wing aircraft.
Master of Science

Denna uppsats är behållningen av en fältstudie som har gjorts på ett företag inom transport- och logistikbranschen. Jag har använt mig av både primär (intervjuer) och sekundär data (hemsida, hållbarhetsrapport, företagstidning etc.) för att ta reda på hur företaget gör för att kunna konkurrera i branschen. Till de ämnen som genererats ur resultatet har teorier och modeller kopplats. Några av teorierna är Porters värdekedja, Normanns gemensamma värdeskapande och Abrahamssons m.fl. strategiska flexibilitet. Använda begrepp är bl.a. konkurrensfördelar, service, kvalitet och flexibilitet.Resultatet visar att företaget i fråga, tycks genom hög kvalitet på sitt tjänsteerbjudande, leverera högklassig service till kunder som förefaller att vilja stanna kvar och fortsätta samarbetet med sin leverantör. Kvaliteten som företaget verkar stå för, har sin grund i att inte låta en jakt på lägsta kostnader vara viktigast, utan att hålla sig med betrodda underleverantörer som kan agera effektivt och flexibelt på snabba variationer i efterfrågan. En annan grund för kvaliteten ligger i engagerad och kompetent personal. Min slutsats är att ett företag förefaller kunna konkurrera om kunderna genom att upprätthålla hög servicegrad, strategisk flexibilitet och motiverad personal. Härigenom verkar företaget kunna sätta ett försvartbart och skäligt pris för sina tjänster och därmed skapa hållbar och långsiktig lönsamhet.
This paper is the result of a field study made at a company that works within the transport- and logistics industry. I have used both primary information (interviews) and secondary data (homepage, sustainability report, business magazine etc.) to find out what the company does to be able to compete in the industry. Theories and models have been related to the topics that were generated by the result. A few of the theories are Porter’s value chain, Normann’s Common Creating of Value and Abrahamsson’s et al Strategic flexibility. Used concepts are competitive advantage, service, quality and flexibility among others. The result shows that the company in question, through high quality in their service offering, delivers exceptional service to customers who tend to stay and continue the cooperation with their supplier. The quality that the company appears to stand for has its base in not allowing a chase for lowest possible costs be most important to them, but to stick to trustworthy subcontractors that can perform effectively and flexibly, following quick fluctuations in demand. Another base for the company’s quality lies in its engaged and competent employees. My conclusion is that it appears to be possible for a company to compete for customers by maintaining a high degree of service, strategic flexibility and motivated employees. Through these elements the company seems to be able to can ask a defendable and reasonable price for its services and thereby create sustainable and long-term profitability.

L™objectiu de la present tesi era contribuir al coneixement de les conseqüències i l™impacte de la qualitat i seguretat operacional en la rendibilitat de les companyies aèries, així com destacar la importància i necessitat de la comptabilitat de gestió i els seus indicadors clau de gestió (KPIs, o Key Performance Indicators) a la industria aèria. Per tal de cobrir aquest objectiu, es va desenvolupar un compendi de sis articles acadèmics per respondre a les preguntes de recerca plantejades i resoldre els gaps existents a la literatura. Les principals conclusions i resultats van revelar una influencia positiva i significativa de la qualitat de servei en la rendibilitat mesurada com rendibilitat econòmica (ROI, o return on investment) de les companyies aèries nord-americanes; i un efecte no significatiu per a la qualitat sobre els ingressos de passatge de les aerolínies. Per un altre banda, l™efecte de la seguretat operacional era el contrari. Per tant, es va confirmar un efecte no significatiu per a la seguretat operacional en la rendibilitat de les aerolínies, mentre que l™efecte de la seguretat operacional sobre els ingressos de passatge de les aerolínies va ser significatiu.
El objetivo de la presente tesis era contribuir al conocimiento de las consecuencias e impacto de la calidad y seguridad operacional en la rentabilidad de las compañías aéreas, así como destacar la importancia y necesidad de la contabilidad de gestión y sus indicadores clave de gestión (KPIs, o Key Performance Indicators) en la industria aérea. Con el fin de lograr este objetivo, se desarrolló un compendio de seis artículos académicos para responder a las preguntas de investigación planteadas y resolver los gaps existentes en la literatura. Las principales conclusiones y resultados revelaron una influencia positiva y significativa de la calidad de servicio en la rentabilidad medida como rentabilidad económica (ROI, o return on investment) de las compañías aéreas estadounidenses; y un efecto no significativo de la calidad sobre los ingresos de pasaje de las aerolíneas. Al mismo tiempo, se comprobó que el efecto de la seguridad operacional era en sentido contrario. Por lo tanto, se confirmó un efecto no significativo para la seguridad operacional en la rentabilidad de las aerolíneas, mientras que el efecto de la seguridad operacional sobre los ingresos de pasaje de las aerolíneas fue significativo.
This Doctoral Thesis aimed to contribute to an understanding of the consequences and impact of quality and safety on profitability of airline companies, as well as to emphasize the importance and need for management accounting and its Key Performance Indicators (KPIs) in the airline industry. In order to cover this goal, a compendium of six academic papers were developed to answers to the research questions introduced and deal with existing gaps in the literature. The main findings and results revealed a positive and significant influence of service quality on the profitability measured as Economic return (ROI, or return on investment) of US airline companies; and a non-significant effect for quality on airline passenger revenues. While the effect of safety was vice versa. Thus, a non-significant effect for safety on profitability of airlines was confirmed, whereas the effect of safety on airline passenger revenues was significant.

Inefficient use of resources occurs in many industries, including both time and materials being wasted. A theory which has been used for a long time to reduce waste of resources in all supply chains is the SCM theory. The aim of SCM is mainly to guide the different components of a supply chain, so at the end of the process generate a value for the end-customer as great as possible. An important aspect of SCM is logistics, which to some extent relates to managing and making the usage of resources more efficient, with the goal of reducing waste. The construction industry has previously been under scrutiny for their lack of ambition regarding the improvement of the current course of action, and implementation of well-functioning logistics in their activities. One solution which has been used is Lean Construction, a branch of Toyota’s Lean-theory.  This report has been written with the study conducted by Josephson and Saukkoriipi as a benchmark. Josephson and Saukkoriipi studied potential wastes in the construction industry by utilizing field research. The target for this case study is Ebbepark in Linköping, a construction site for a new district in the city. The district contains a variety of buildings, including private housing and schools. The project group has chosen to make a follow up study of Josephson and Saukkoriipi’s research with the goal of identifying waste of resources and their potential effects on Ebbepark, as well as propose solutions. To establish areas of improvement, the study was done in three steps by using surveys, observations and interviews, as inspired by Josephson and Saukkoriipi’s methods. These particular steps were used since they complement each other well, to create a broader view of how the construction site works. The data extracted from these three methods were then examined using literature to find potential solutions for reducing wastes at Ebbepark.  In the sense that Josephson and Saukkoriipi’s report represents the construction industry as it was in 2005, clear improvements have been observed in this case. E.g., in the matter of the construction workers' hours, the number of wasteful activities has been reduced from 33% to 13%. Although there were clear improvements, there were still some areas where waste could be identified. E.g., large volumes of material were stored at the construction site, which might lead to increased workload and risk of damaged material. Fill rate during transport was low, as well as breaks being lengthy. The study concluded with the recommendation that improvements could be made using different aspects of Lean construction and SCM.

NMR T2 distribution measurement is our chosen everyday method for NMR logging while drilling oil and gas wells. This method yields straightforward preparation and execution of the job as well as a normally easy interpretation of the measured data. For instance, gas and light oil discrimination against water is feasible by direct observation of the T2 distribution. A condition for this measurement method is a NMR logging tool that hardly moves while drilling and in addition uses a small static magnetic field gradient and short inter-echo time TE to be motion tolerant. Using data compression techniques, we can transmit by mud pulse telemetry the T2 distribution in real time from the borehole to the surface. This enables the drilling operator to use the NMR data for real-time decisions such as geosteering.

Corporate Social Responsibility (CSR) reporting has become common practice for large organisations globally, yet there is variance in the CSR related activities claimed in disclosures. CSR researchers argue that cultural and historical backgrounds are the influential drivers of CSR behaviour. However, the links between actual activities claimed in CSR reports and the cultural systems that underpin these reported activities is an under-explored area. This thesis discusses the uniqueness of Japanese socio-cultural aspects. While Japan is well-known for having the most advanced energy efficient technologies in the world, it is also known for being below international standards for gender equality in the workplace. Therefore, this thesis aims to explore and examine organisational behaviours through the lens of relativism in order to understand what organisations are reporting and how and why managers prioritise these activities. This thesis is based on longitudinal qualitative research focusing on the Japanese transport companies that published CSR reports between 2005 and 2009. The findings from manually coded content analysis revealed: (1) that activities related to providing public safety, waste management and the 3Rs (reduce, reuse and recycle), and environmental innovation were the top three most frequently reported CSR activities; and (2) complying with laws, career planning, flexible work practices, and providing public safety were the three categories that showed the most significant increase in reporting frequency from 2005-2009. This thesis extends the previous literature. Takagaki (2010b) identified that the transport industry, particularly the air and water sub-sectors, is the industry where the environmental problems are serious and require urgent attention. Takagaki (2010b) chose to explore the electronics industry as this industry is considered to be middle ground for its level of seriousness and urgency. This research: (1) examines the transport industry; (2) investigates the links between the actual activities reported, and the activities reported to be influential drivers of these activities.

The main purpose of this study is to examine how a dyadic trust perspective can support effective development of key account relationships. The need for Key Account Management in the UK Mortgage Industry is investigated, factors for effective key account relationship management are identified and a trust/Mortgage Lender and Intermediary perspective of Key Account relationship effectiveness is analysed. The results of this study have been achieved through a mixed methods research strategy and these have been discussed in relation to Key Account Management and Trust theory. This study responds to concerns about the lack of research in this area, challenging and building on existing Key Account Management theory, integrating trust theory and applying this to a new context. A survey instrument to assess the effectiveness of Key Account relationships has been devised and can be applied to different contexts. Results show that demonstrations of trustworthiness leads to better key account performance but there is not a strong association of perceptions of higher trust with performance. Mortgage Lenders and Intermediaries have different perspectives of key account effectiveness and Mortgage Lenders lead the way in Key Account Management initiatives but there is evidence of various degrees of interdependence and willingness to achieve mutual gains. Key account relationships are not locked in to integrated Key Account Management programmes and exit from these relationships is quite easy. An important aspect of this research in the context of the UK Mortgage Industry has been the perceived positive role of the Key Account individual and that of different types of trust throughout relationship development, compensating for the perceived negative role of organisational culture aspects that may influence those involved in key account development within and between organisations. The contribution of this research is to show the relevance of Key Account Management as a business model providing market conditions are appropriate for Key Account Management development and that it is based on mutual learning and a format that suits the orientation of supplier and buyer, their own organisational design and culture and resources available as well as the environment in which they operate. This research suggests that fully integrated Key Account Management is not a realistic expectation and dependence on a few suppliers or customers as Key Account Management theory suggests, is not sensible. This study contributes to KAM practice in that it shows it is the management of trustworthiness rather than trying to manage trust that leads to a satisfactory Key Account relationship format for both supplier and buyer in the UK Mortgage Industry. This does currently rely heavily on the `intrapreneurial' skills of key individuals. In understanding how trustworthiness is demonstrated (through concern and benevolence, expertise, communication, intrapreneurial skills, commitment, organisational culture and KAM organisation) leads to more appropriate actions and behaviours to facilitate a relationship that works best for particular seller and buyer organisations given the particular circumstances. Organisations need to work on improving trust that is placed in the institution by for example developing effective marketing communications effort internally as well as externally and knowledge based trust, relating in particular to the exchange of confidential and strategic information. The identified factors for key account effectiveness presented in the survey can serve as useful guidelines for managing key accounts as they also demonstrate signals of trustworthiness. These factors can be used specifically to add to the limited range of performance criteria of key accounts currently adopted by the industry. Further research is suggested that may consider a key account manager or client's disposition towards trust, an examination of perceptions of supply chain t...

The aviation sector depends on innovative solutions that have benefited the air travel industry and many other industrial and service organisations. Over the last few decades, challenges faced by this sector accelerated the development and adoption of innovations, primary to create value for sustainability, personalised services, and a safer and more secure environment. Since early 2020, the COVID-19 pandemic has unprecedentedly affected the global aviation sector. It has brought changes to air passenger travel behaviour, with demand reduced significantly due to border closures and concerns over the spread of the virus. As a result, the aviation industry has been required to adopt innovations and procedures to offer a safer journey, increase efficiencies and improve the passenger’s experience. This unique scenario has presented an opportunity for the sector to redesign practices and assume a more transformational perspective to create or foster solutions to restore trust for travellers and create value for the whole aviation industry production chain. Examples include smart drop-luggage kiosks, inground operations with digital systems supporting staff, data analysis platforms for predictions, technologies reducing queueing from airport touchpoints, and virtual reality systems enabling passengers to have a real vision of their journey and seats before travelling. The new challenges facing the aviation sector stimulate the adoption of innovative strategies in both internal and external contexts, developing integrative partnerships to solve real problems in the ‘new normal’ context. Promising collaborations include strategic alliances with start-ups or ‘air travel techs’. The fast technological development in most industries is increasing the emphasis on start-ups’ role in corporate innovation as a prominent field for theoretical and practical investigations. However, collaborations between the aviation sector and start-ups are a new phenomenon, and the existing studies are still limited. More research is needed in this field, involving theoretical frameworks and empirical cases to analyse how corporatestart- up collaborations happen and how they develop innovations and create value. Moreover, a lack of literature is still noticed when considering the start-up’s perspective on collaborations. These research gaps and lack of understanding of practices involving collaboration and technological advancements provide opportunities to research how this industry creates value by fostering innovations. In addition, understanding the role of collaborations with start-ups can enable the systematisation of the innovation process involving critical factors to enable the outcomes expected when creating value for the aviation industry production chain. Addressing these research opportunities, this research aims to understand innovation in the aviation sector in collaboration with start-ups proposing a conceptual framework for value creation. The thesis adopts a pragmatic paradigm, conducting mixed methods research based on systematic literature reviews (SLRs), surveys with aviation experts, interviews, secondary data, and multiple case analyses. The cases involve worldwide innovation programs supported by major organisations such as Hangar 51 (by International Airlines Group – IAG, in England), Plug and Play Travel & Hospitality (by Plug and Play Tech Center in the U.S.), Embraer (in Brazil), and JetBlue Technology Ventures (JTV, in the U.S.). The results provide an understanding of collaboration flows and the innovation process around the different types of aviation innovation programs, enabling a better comprehension of the needs and expectations of all stakeholders involved. The results also confirm the literature’s assumptions, showing that the alliance between the aviation sector and start-ups enable both types of organisations to enhance competitive advantages and create value. Aviation innovation programs can expand their innovation capabilities and increase their technology portfolio. The start-ups benefit by accessing complementary resources, social capital, market legitimacy, and increasing market traction. In addition, these collaborations and innovations promote various benefits to aviation stakeholders, such as cost reduction, increased revenue, and value creation towards a more technological transformation perspective. Consequently, these collaborations can improve the passenger journey and efficiencies of the aviation industry production chain. The findings provide evidence of mutual benefits created through these promising collaborations. The discussion around the research topic and proposed conceptual framework represent a novelty in studies on Open Innovation in this sector, facilitating the comprehension of connections between such heterogeneous organisations leading the sector to foster innovations and create value. This thesis contributes to the lack of literature on collaborations, primary considering the start-up’s perspective, which has been studied often from the established corporate point-of-view. The research still offers a comprehensive understanding of critical factors and dynamic processes to improve these interactions and increase the success rates of supported innovations.
Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
School of Eng & Built Env
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The 1980s can easily be qualified as the most important decade in the history of Canadian commercial aviation as it was witness to two important phenomena. To begin with, after six decades of stringent regulation and control, the State finally realized that international trends and domestic needs dictated a drastic reduction in the role it played in the economic affairs of its airlines. Airline deregulation thus became a reality in Canada and as such, a detailed review of the process leading to the adoption of the National Transportation Act, 1987, as well as an extensive legal analysis of the legislation itself are warranted.
The second major development was the extremely rapid process of consolidation, precipitated mainly by deregulation, into an industry dominated by two airlines; a duopoly. The implications arising from this situation for present and future competition in the Canadian air transport industry, as viewed from a market contestability perspective, need to be assessed.

Purpose The purpose of the study is to identify transport related performance measure within construction logistics in order to evaluate construction logistics solution. The aim is also to verify identified transport performance measures by available empirical data from both cases i.e. Case 1 and Case 2. Methodology This study is exploratory case study with qualitative research method. The research approach of this study is both deductive as well as inductive. Data has been collected from literature review, semi structured interview, focus group discussion and empirical data. Research question (RQ) RQ1 aims at identifying transport related performance measures and then classifying them according to terminal, checkpoint and their respective construction sites? The answer to this question lies in Figure 17 and 18. RQ2 refers to what kind of data is needed to measure identified transport performance measures. The answer to this question lies in the analysis of RQ2. RQ3 is related to what empirical data is available at construction logistics end. The answer to this RQ3 is that mostly the” duration of activities” has been found within both cases empirical data which seems to be insufficient to calculate identified performance measures in RQ3. RQ4 the aim of RQ4 is to find the gap between needed and available data. And the answer to this RQ can be found in Table 35. Conclusion Theoretical and practical case discussion of Case 1and Case 2 has given an in -depth view regarding the phenomena of construction logistics solutions. This paper will help in creating awareness among developer and main contractors regarding the benefit of construction logistics solution.

La thèse discute des conséquences des changements majeurs du modèle de la demande de gaz décrits précédemment. L´exigence de flexibilité à court terme a été l´une des principales caractéristiques de la demande de gaz pour la production d´électricité. Ainsi, la capacité de l´industrie du gaz à fournir des services flexibles à court terme a été valorisée par le biais du marché de l´électricité. Cela signifie une augmentation de la valeur économique des services permettant d´adopter une position attentiste vis-à-vis de la consommation avant toute prise de décision. Différents secteurs de l´industrie du gaz ont été affectés par les variations de la demande, c´est le cas de la production des champs de gaz, du stockage et des mécanismes d´importation du gaz qui ont été incités à la flexibilité. L´introduction des outils de flexibilité, qu’impliquent les variations de la demande, dépend directement des services de réseau. Par conséquent la concrétisation de la valeur économique de la flexibilité de l´industrie gazière dépend des services de réseau.Le réseau de transports de gaz est un élément-clé de l´industrie gazière portant sur deux types de flexibilités physiques: la mobilité et l´aptitude au stockage. Les propriétés physiques du gaz naturel permettent la flexibilité par la gestion des différentiels de pression. Les différentiels de pression contrôlent les mouvements de gaz. Le réseau est de loin le principal mécanisme de transport de gaz et donc un élément majeur de la filière du gaz permettant le commerce de cette matière première. Cependant, le réseau peut aussi être l´une des parties les plus couteuses de l´industrie gazière et, une fois les investissements réalisés ils ne sont ni remboursables, ni récupérables par un autre moyen car ils n'ont pas d’autres utilisations, ce sont les coûts irrécupérables. Malgré cela, la spécificité de le utilisation des actifs des réseaux évolue au cours du développement du réseau.L´intervention des réseaux de transport dans la prestation de services de flexibilité du gaz est une condition obligatoire de la flexibilité du système gazier. Premièrement parce que les services de réseau sont complémentaires de tout autre instrument de flexibilité tels que le stockage souterrain, les infrastructures GNL et le commerce de gaz. Deuxièmement, parce que les services du réseau de transport gazier, tel le que stock en conduite, peuvent également être compétitifs vis à vis d´autres instruments de flexibilité dégroupé.Par conséquent, la régulation du réseau doit prendre en compte l´impact à court et à long terme des règles d´incitation. Compte tenu du fait que le développement du réseau dépend des exigences de flux prévisibles, des variations importantes de la demande de gaz et les changements de flux qui en découlent auront un impact sur l´activité d´exploitation des réseaux gaziers. D´un côté le développement du réseau dépend de la prévision des besoins de flux, et de l´autre, la flexibilité des infrastructures du réseau conditionne nécessairement celle de l´utilisation. Par conséquent, les variations de la demande, responsable de l´accroissement des exigences de flexibilité ainsi que des variations des flux de gaz qui en découlent doivent avoir un impact sur l´exploitation du réseau de gaz et sur l´incitation aux investissements d’infrastructure
This thesis discusses the consequences of the major changes in gas demand patterns. The requirement of short term flexibility has been one of the main features of electricity generation gas demand. As consequence, the capacity of gas industry to provide short term flexibility services has been valorized through electricity market. It means an increasing economic value to services allowing waiting and seeing before consumption decision. Different parts of the gas industry was impacted by the changes on demand, for instance gas fields productions, storage and gas importation mechanisms were incited to offer flexible provisions. The introduction of tools to provide flexibility required by demand depends on network services. It means the realization of the flexibility value of gas industry depends on gas network services. The gas transport network is the key part of gas industry, and it may provide two kinds of gas physical flexibility: mobility and storability. The physical properties of natural gas allow flexibility by means of pressure differential management. The change on pressures may compress natural gas and the pressures differences drive gas motions. The network has been, by far, the main mechanism to carry gas, thus an essential part of the gas industry chain to allow commodity trade. Network, however, may be one of the most expensive parts of gas industry, and, after the investment done, it becomes sunk costs. But the specificity of networks assets changes in the course of network development. The use of transport network in the provision of gas flexibility services is a necessary condition to provide flexibility in the gas system. First, because network services are complementary of any other flexibility tool, as underground storage, LNG infrastructures and gas trade. Second, because gas transport network services, as line-pack storage, may also be competitive to the others unbundled flexibility tools. Therefore, network regulation needs to take into account the short and the long term impact of the rules incentives. Given that network development depends on expected flow requirements, strong change on gas demand and the consequent changes on gas flows must impact gas network operation. On the one hand, network development depends on expected flow requirements, and on the other, provisions of flexibility depend necessarily on the flexible use of network infrastructures. Hence, changes on gas demand increasing flexibility requirements and the consequent changes on gas flow must impact gas network operation and must impact the incentive on infrastructures investment

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.

The main trends of development of the market of aviation services in Ukraine has been analyzed. There are a number of key issues that hinder the development of the domestic aviation industry. The ways of improvement of the Ukrainian aviation industry on the basis of international cooperation are determined.

Risk became popular among management theorists, with many proposing ways to manage all sorts of risks. Some countries require corporations to implement risk management as stand-alone or even integrated element within improved internal control frameworks. As result, several national standards were developed over the last 20 years, but just one arose as truly international solution: ISO 31000. Little has been published on integrated risk management at airlines and the use of industry-wide standards has never been consistently explored before. Two industry-specific standards exist, but their limited scope led to little adherence by airlines. To cover this gap,this thesis analysed the wider picture of integrated airline risk management practices, aiming at identifying improvement areas to propose an adaptation of the ISO 31000 risk management framework. Several empirical methods (including a survey to publications by the ToplOO airlines, and interviews to airline risk managers, experts and practitioners) showed that only six airlines reported using ISO 31000, with two others citing its predecessor, AS/NZS 4360. Many vaguely referred to COSO, customised models or didn't mention any framework. It is unclear why only few airlines use ISO 31000, when other industries applied it successfully before. Therefore, to help disseminating ISO 31000 among airlines, a customised framework has been designed that proposes a truly holistic industry-specific approach, not focussing on individual risk sources. It integrates risk management along the airlines' entire value chain and involves relevant stakeholders in the airlines' internal risk management efforts. The proposal's validation process showed that, while being ambitious in its goals, the customised framework is complete and concise, providing valuable input for airlines using other risk management models. It has been considered particularly suitable for those airlines thinking of launching risk management initiatives. Given that a fundamental culture change is needed, the timeframe for implementation should be generous, allowing for several process iterations and revisions.

The western rock lobster (WRL), Panulirus cygnus is a decapod crustacean which is found in abundance in the coastal waters of Western Australia and which supports a major fishery of economic importance for the State, with an annual harvest ranging between 10-12 million kilograms. The growth of the existing markets in Asia for live exports and the competition exerted by other countries marketing spiny lobsters prompted the need for the Industry to assess and develop post-harvest handling procedures likely to contribute to an improved quality of live product. The physiological responses of P. cygnus to handling and transportation were virtually unexplored.The objectives of this project were, (i) to generate information with regard to the biological phenomena underlying morbidity and mortality of lobsters during live export shipments, (ii) to investigate the physiological responses of P. cygnus to the post-harvest handling practices currently used by the WRL industry in their five export program and, (iii) to identify protocols by which post-harvest handling techniques could be modified to reduce the occurrence of morbidity and mortality during five export.These objectives were achieved through, (i) a field survey conducted during the course of the 1992/93 fishing season, investigating the relative influence of environmental factors and processing techniques on the incidence of lobster morbidity+mortality during simulated live shipments and, (ii) a series of field experiments that monitored the physiological responses elicited by lobsters to post-harvest handling procedures and simulated live shipment conditions.From the field survey, it appeared that the rate of morbidity+mortality experienced in simulated live shipments, within the three processing units surveyed, averaged 5.22 +/- 0.63 %, with a highly significant difference (p [less than] 0.001) between the processing units. Scrutiny of the data revealed a major influence of two factors directly related to post-harvest handling procedures: a) the time spent under normal commercial conditions in packaging export cartons and, b) the ambient temperature within the export cartons. Following 30-36 hrs in packaging, the percent mortality increased twofold, from 5.2 +/- 0.0 % recorded following 20 - 24 hrs to 10.4 +/- 2.3%. With regard to the ambient temperature within the export carton, temperatures between 17.5 and 20.0 degrees celsius appear to be optimal for P. cygnus survival while temperatures above 20.0 degrees celsius induce significantly greater morbidity and mortality.A number of factors were identified as having a potential influence on lobster physiological responses to post-harvest handling conditions:a)Immediately after harvesting, lobsters are subjected to a range of transport environment options, according to their origins: i.e., (i) direct delivery from fishing vessels by local fishermen to the processing facility, (ii) onshore transportation by truck from coastal depots and, (iii) transport in baskets on board carrier-boats from the Houtman Abrolhos Islands.b) After delivery, lobsters are subjected to sorting and grading procedures, with a concomitant exposure to air and disturbance.c) Recovery in holding tanks is usually allowed for a period ranging between 24 to 72 hours.d) Prior to being packed in export cartons, lobsters are subjected to a short period (30 sec to 3 min) of immersion in chilled water (8 - 12 degrees celsius), the procedure varying from one processor to the other.e) During subsequent periods of transit in export cartons, (up to 48 hrs) lobsters are subjected to aerial exposure and fluctuating ambient temperature.A comparison of the physiological profiles of lobsters from different origins revealed significant differences, with respect to a range of physiological variables. On the basis of visual estimates of health status, lobsters from the "local" origin exhibited a consistently superior condition, when compared to "coastal" and "carrier-boat" animals. The examination of physiological variables revealed consistent trends reflecting the visual assessments. "Local" lobsters exhibited significantly lower levels in anaerobic metabolic waste concentrations, with the haemolymph lactate titre between 2.77 +/- 0.19 and 4.33 +/- 0.56 mmol L(subscript)-1, compared with the other groups, between 5.23 +/- 0.24 and 8.86 +/- 1.29 mmol L(subscript)-1. A 250 to 300% increase in haemolymph ammonia concentration was observed between "coastal" and "carrier-boat" groups and the "local" lobsters, at 0.32 +/- 0.02 mmol L(subscript)-1. Significantly higher pH values were recorded for the "local" group, at 7.72 +/- 0.04, compared with values below 7.64 +/- 0.04 for the other groups. "Local" lobsters recorded 8 to 15 times less circulating glucose, at 0.11 +/- 0.03 mmol L(subscript)-1, having 50% more ATP in their muscle tissues, at 6.07 +/- 0.15 mu mol g(subscript)-1 and 250% more arginine phosphate, at 6.56 +/- 0.72 mu mol g(subscript)-1.An assessment of the efficiency of the industry sorting procedures revealed differences between selected and rejected animals with regard to the ATP and arginine phosphate concentrations in their muscle tissues with, as a common trend for both variables, selected animals recorded higher values. Significant differences were identified within the "local" group of lobsters, with selected animals recording 40% more ATP, at 6.92 +/- 0.63 mu mol g(subscript)-1 and 30 % more arginine phosphate, at 7.77 +/- 1.01 mu mol g(subscript)-1.A monitoring of the physiological profiles of lobsters subjected to extended (up to 8 hours) periods of onshore transportation in trucks revealed a significant reduction in their health status. A consistent and almost linear fall in the concentration of total adenylate (35%), to 5.46 +/- 0.50 mu mol g(subscript)-1 and phosphagen reserve (70%),to 2.77 +/- 0.26 mu mol g(subscript)-1, were recorded throughout the 8 hour period. For up to 6 hours the concentration of lactate in the leg muscle tissues increased by 0.95 mu mol g(subscript)-1 h(subscript)-1 and then by 4.7 mu mol g(subscript)-1 h(subscript)-1,to reach 20.57 +/- 1.61 mu mol g(subscript)-1 after 8 hours. Haemolymph glucose and ammonia titres recorded a 3.5 fold increase over the first 6 hours, to reach 2.14 +/- 0.54 and 1.17 +/- 0.16 mmol L(subscript)-1, respectively, the last period (6 to 8 hours) being characterised by a 1.6 and 1.9 fold decrease in concentration. Lobsters were able to maintain their haemolymph pH close to 7.77 during the first four hours, with a concomitant rise in haemolymph calcium concentration. From the results, it appeared that, under current industry procedures, extending the period during which lobsters are transported in spray trucks to more than 6 hours is conducive of altered physiological status.An assessment of the effects of short periods (up to 60 min) of aerial exposure and disturbance revealed significant changes in the physiological profiles of lobsters. When exposed to air, lobsters exhibited a significant fall in haemolymph pH, a rise in lactate concentration, and a depletion in energy reserves. Lobsters left undisturbed were able to buffer an incipient acidosis for up to 40 min (7.78 +/- 0.03), after which a decline in pH was recorded to reach 7.71 +/- 0.02. Conversely, disturbed animals experienced an uncompensated acidosis and a decrease by 0.7 of a unit over a 60 minute period. Similarly, undisturbed lobsters did not demonstrate behavioural signs of stress while disturbed animals exhibited dramatically diminished responses to handling after 60 min of exposure. Both disturbed and undisturbed animals recorded a decline in ATP/ADP, to reach after 40 min, 8.31 +/- 0.77 and 5.05 +/- 0.45, respectively, compared to 13.18 +/- 1.69 (control). During the last period (40 to 60 min), the undisturbed animals recorded a 40 % decrease in ATP concentration, to reach 4.42 +/- 0.16 mu mol g(subscript)-1, while a 53% decline was recorded in the disturbed group, to 3.59 +/- 0.41 mu mol g(subscript)-1. During aerial exposure, the phosphagen reserve recorded a 55% decrease in the disturbed animals, at 4.82 +/- 1.37 mu mol g(subscript)-1, compared to 20% in the undisturbed group, at 8.64 +/- 0.87 mu mol g(subscript)-1. A 100% increase in lactate ion concentration was recorded in the muscle tissues of disturbed animals to reach 5.53 +/- 0.49 mu mol g(subscript)-1, compared to a 15% increase in the undisturbed group, at 2.83 +/- 0.29 mu mol g(subscript)-1.The monitoring of the physiological profiles of lobsters during extended periods (up to 72 hrs) of recovery in holding tanks revealed significant shifts in their physiological profiles and that a return to a steady state occurred only after 8 to 48 hours following re-immersion, according to the environmental conditions and the origin of the animals. Resting levels were identified after 24 hours for the haemolymph pH (close to 8.00), for the concentration in lactate, ions in the muscle tissues (2.00 to 3.00 mu mol g(subscript)-1 for the haemolymph glucose titre (0.30 to 0.60 mmol L(subscript)-1), for the haemolymph ammonia titre (close to 0.25 mmol L(subscript)-1), for ATP (6.50 to 7.70 mu mol g(subscript)-1), and for the phosphagen reserve (12.2 to 16.70 mu mol g(subscript)-1). Longer periods ([greater than]/= 48 hrs) were required for full recovery to occur when lobsters were stored at high stocking density and when lobsters were not isolated from their artificial environment. Extending the recovery period to 72 hrs resulted in slight changes in the physiological profiles of lobsters, with a 20 % decline in ATP/ADP, a 10% decrease in phosphagen concentration in the muscle tissues of the lobsters and subdued behavioural responses for those lobsters held at higher stocking densities.No attempt was made in the present study to establish the resting levels for the physiological variables surveyed. In a number of experiments, "control" groups have been studied and used as reference points to monitor changes accompanying exposure to a range of environmental conditions. The data pertaining to these different groups revealed a variability for most of the variables surveyed, suggesting that it would be hazardous to assume that these animals were undisturbed and to state with confidence that the values recorded for the variables surveyed would represent resting levels.The physiological responses of lobsters subjected to chilling procedures was investigated and significant physiological changes were identified. Short chilling procedures (3 and 6 min) were conducive of a dramatic reduction of the behavioural responses to handling, a reduction in pH values ranging between 0.13 and 0.24 of a unit, a rise in haemolymph lactate concentration by 1 to 2.6 mmol L(subscript)-1, a 20 to 100% increase in haemolymph glucose titre, a 35 to 75% decrease in phosphagen concentration. Extending the chilling period for up to 24 hrs resulted in a progressive return to control levels for most of the physiological variables surveyed. However, physiological signs of disturbance remained perceptible between 2 to 15 hours, as demonstrated by elevated lactate concentrations, lowered ATP and AP concentrations and lowered ATP/ADP values.Lobster body core temperature (CBT) reduction resulting from immersion in chilled water suggested that limited cooling effects were achieved by using the standard chilling procedures currently used by the WRL industry. Using "A" size lobsters (395 - 453 gr), a reduction of the CBT by 0.5 to 0.8 degrees celsius was recorded after 1 and 3 min immersion in 12 degrees celsius water, highlighting the limited low temperature effect exerted by these procedures in lowering the overall temperature of the mass of the product to be packed into export cartons.A study of the general physiological responses of lobsters to simulated live transport conditions in export cartons was conducted, investigating the effects of the period spent by the animals in export cartons, the effects of environmental temperature and the impact of chilling regimes. No attempt was made to duplicate exactly the conditions of cartons shipped overseas, that is carted by trucks to the airport and then transported by air to foreign markets. This study revealed that during the first 4 hours of transit, the animals exhibited physiological changes probably related to delayed responses to handling, disturbance and chilling procedures, as demonstrated by a decline in pH (0.1 to 0.3 of a unit), a rise in haemolymph ammonia (0.5 to 1 mmol L(subscript)-1) and glucose (0.5 mmol L(subscript)-1) titres, an increase in muscle lactate concentration (0.5 to 1 mu mol g(subscript)-1, a decrease in ATP concentration (1.5 mu mol g(subscript)-1, and a partial replenishment of the phosphagen reserve. These changes were less pronounced for those lobsters which underwent intermediate (30 min) chilling treatments.The subsequent periods (to 48 hours) were characterised, for all the treatments, by a rise in lactate concentration in the muscle tissues, this response being delayed for those lobsters which underwent a "6 min" or "30 min" chilling treatment. The data suggested that moderate changes in haemolymph lactate titre resulted from the increase in muscle lactate concentration, up to values ranging between 6 and 8 mu mol g(subscript)-1, beyond which levels, haemolymph lactate rose dramatically, to reach values up to 19.98 mmol L(subscript)-1. The ATP concentration remained relatively constant up to 18 - 26 hours, after which a steep decline was recorded to reach values below or close to 4 mu mol g(subscript)-1 after 42 hours, suggesting that the adenylate pool was maintained, probably through aerobic and anaerobic pathways of energy generation and by the "buffering" role played by the phosphagen reserve. After 24 to 36 hours, all the lobsters exhibited signs of energy depletion, as demonstrated by the changes in ATP/ADP ratio. A concomitant increase in lactate ion concentration and a decrease in haemolymph glucose titre was recorded, suggesting that anaerobic metabolism had become the major component of energy production. Simultaneously, a marked increase in the internal carton temperature was identified, which probably induced an increase in the metabolic rate of the lobsters. This "temperature effect" was delayed for up to 32-38 hrs transit, for those lobsters which underwent intermediate (30 min) and extended (24 hrs) chilling treatments. The changes in haemolymph pH and calcium titre suggest that the initial decline in pH identified at the completion of the first 4 hours of transit was, at least partially, compensated after 26 - 32 hours. A 30 to 40% increase in haemolymph calcium titre was recorded after 4 hours of transit, suggesting that bicarbonate ions were released in order to buffer the pH of the haemolymph. However, a decrease in pH (0.1 to 0.3 of a unit) was recorded during the subsequent periods suggesting that the bicarbonate buffering capacity did not suffice to match the recorded massive rise in lactate titre.By extending the duration of the chilling procedures and by using refrigerated material (wood-shaving fillers, ice-bottles), lower temperatures were achieved inside the packaging cartons and these were maintained for longer periods of transit (up to 20 hours), delaying the effect of the external environment on the temperature changes recorded inside the cartons and the concomitant metabolic responses of the animals. This effect was also achieved by maintaining the cartons in controlled temperature environments ([less than] 20 degrees celsius) and, to a lesser extent, by improving the insulation capacity of the polystyrene cartons.This study constitutes an overview of the physiological responses of Panulirus cygnus to post-harvest handling procedures currently used by the WRL industry. It revealed that an improved return for the Industry could be achieved by reducing the debilitating effects exerted on the lobsters by handling, exposure to air and elevated environmental temperature. It provides direction for future research, aimed at improving the quality and hence, the financial return in the live export of WRL.

Станкевич-Мроз А., Разумова К., Рамазанова У. Концептуальні засади регулювання розвитку морської галузі України // Сучасні проблеми менеджменту: матеріали XVII Міжнародної науково-практичної конференції. - Національний авіаційний університет. - Київ, 2021. - С. 36-38
The development of seaports is a strategically important task for Ukraine. It requires purposeful regulating influence of the state at all its stages. This influence should contribute to the transition to a progressive stage of development and the content of positive trends. The combination of state regulation and market self-regulation provide the effective development of the economic system of maritime transport and its basis - sea ports. However, in today's conditions, state and market regulators act uncoordinatedly and ineffectively, which causes the need to revise the content and improve the tools of the state's regulatory impact on the economy of sea ports. To provide the development of port economy it is necessary to combine and coordinate sectoral and territorial directions of state regulation and to form an appropriate effective economic policy.
Розвиток морських портів є стратегічно важливим завданням для України. Це вимагає цілеспрямованого регулюючого впливу держави на всіх його етапах. Цей вплив має сприяти переходу до прогресивної стадії розвитку та змісту позитивних тенденцій. Поєднання державного регулювання та ринкового саморегулювання забезпечує ефективний розвиток економічної системи морського транспорту та її основи - морських портів. Однак в сучасних умовах державні і ринкові регулятори діють неузгоджено і неефективно, що обумовлює необхідність перегляду змісту і вдосконалення інструментів регулюючого впливу держави на економіку морських портів. Для забезпечення розвитку портової економіки необхідно поєднувати і координувати галузеві і територіальні напрямки державного регулювання і формувати відповідну ефективну економічну політику.

Робота присвячена аналізу сучасного стану транспортної галузі України, визначенню її основних особливостей та перспектив подальшого розвитку на прикладі дорожньої інфраструктури країни.
The work is devoted to the analysis of the current state of the transport industry of Ukraine, the identification of its key features and prospects for future development, on the example of the road infrastructure of the country.

Sweden is a geographically large and sparsely populated country, with a need for road transport for individuals as well as for logistics. Domestic road transport largely contributes to air pollutions, where passenger cars account for the largest share. Looking ahead, the present rate of reduction of emissions is not enough to reach the climate targets of a fossil free transport sector.  Electric road system (ERS) has emerged to deal with drawbacks of electric vehicles. Several solutions are being evaluated at demonstration projects. Until now, ERS is mainly associated with heavy vehicles and the relation to passenger cars is not as clear, where this study explores the social advantages of ERS and passenger cars.  A case study is conducted, where an ERS implementation between Helsingborg and Malmö as part of the European route E6 in Sweden is modelled. The NPV with an economic lifespan of 20 years and an interest rate of 3.5 percent amounts to 350 MSEK, considered as high profitable. The CO2 emissions of the studied system would be reduced by 102 000 tonnes CO2, corresponding to a decrease of about 60 percent. Looking at the studied system, heavy trucks are contributing to the most impact. Nevertheless, there is great potential for passenger cars utilising ERS to decrease their emissions and fuel costs.  Several semi-structured interviews have been conducted to highlight the prevailing views of ERS and passenger cars and the impact of cost-benefit analysis (CBA) for decision-making of transport investments. Several diverse views of ERS and passenger cars exist. ERS is a large investment, where the main need is among heavy vehicles. However, the profitability would increase as the amount of vehicles utilising ERS increases. In a future road transport system, it is possible that several technologies such as ERS, fast chargers and autonomous vehicles could be utilised simultaneous, and complete each other rather than being substitutes. It is conceivable that ERS is planned out of the needs of heavy vehicles, where passenger cars might benefit of the system as well. More passenger cars would likely utilise ERS as it is implemented to a greater extent.  Further, CBA could provide a perception of the investment. However, it does not ensure that the projects are performed or chosen out of highest NPV, since several aspects besides the profitability are considered. Available information of ERS for CBA is yet limited and more data, such as effect relations is needed to facilitate well-founded decisions. In the future, it is likely that CBA of transport investments would become more complex, where several technologies would be considered. The transport sector will most likely alter, and existing assessment methods will presumably be adjusted in line with this.
Sverige är ett geografiskt stort och glesbefolkat land med ett stort behov av vägtransporter för såväl privatpersoner som för logistik. Inrikes vägtransport bidrar i stor utsträckning till luftföroreningar, där personbilar står för den största andelen av utsläppen. Den nuvarande minskningstakten av utsläpp är inte tillräcklig för att nå klimatmålen om en fossilfri transportsektor.  Elvägar (ERS) har utvecklats för att hantera utmaningar med elfordon. Flera lösningar av teknologin testas vid demonstrationsprojekt och hittills är ERS främst förknippat med tunga fordon. Dock är relationen till personbilar inte lika tydlig, där denna studie undersöker de samhälleliga fördelarna med ERS relaterat till personbilar.  En fallstudie har genomförts, där en installation av ERS mellan Helsingborg och Malmö som en del av E6 i Sverige modelleras. Nettonuvärdet med en ekonomisk livslängd på 20 år och en internränta om 3,5 procent uppgår till 350 MSEK, vilket betraktas som hög lönsam. Koldioxidutsläppen från det studerade systemet skulle minskas med 102 000 ton CO2, vilket motsvarar en minskning med drygt 60 procent. Utifrån det studerade systemet bidrar tunga lastbilar till den största inverkan. Likväl finns stor potential för personbilar att nyttja den installerade elvägen för att minska sina utsläpp och bränslekostnader.  Flera semistrukturerade intervjuer har genomförts för att lyfta fram de rådande synsätten på ERS och personbilar och effekterna av samhällsekonomiska analyser (CBA) vid beslutsfattande av transportinvesteringar. Det finns flera olika synsätt på ERS relaterat till personbilar. ERS är en stor investering, där det största behovet finns bland tunga fordon. Emellertid ökar lönsamheten med antalet fordon som använder systemet. I ett framtida vägtransportsystem är det möjligt att flera teknologier såsom ERS, snabbladdning av elbilar och autonoma fordon utnyttjas samtidigt och används som komplement istället för att ersätta varandra. Det är tänkbart att ERS planeras och installeras utifrån behoven hos tunga fordon, där även personbilar kan dra fördel av systemet. Dessutom är det sannolikt att fler personbilar skulle utnyttja ERS allteftersom det installeras i större utsträckning.  Vidare kan CBA ge en uppfattning om investeringen. Det säkerställer dock inte att projekten genomförs eller väljs utifrån högsta nettonuvärde, eftersom flera aspekter utöver lönsamheten beaktas. Tillgänglig information om ERS för CBA är ännu begränsad och mer data såsom effektsamband behövs för att säkerställa välgrundade beslut. I framtiden är det troligt att CBA av transportinvesteringar blir mer komplexa, där flera tekniker behöver beaktas. Transportsektorn kommer sannolikt att förändras, och befintliga bedömningsmetoder kommer förmodligen att anpassas i linje med detta.

The recently growing concerns of customers and governments about environmental protection and greenhouse gas reduction have forced companies to integrate the topic of environmental sustainability into their decision making. Facility location decisions are of special relevance in this respect because of their strategic nature. Furthermore, many different trade-offs must be considered, for example between operational costs and customer service. But as soon as environmental issues are concerned, other critical issues must be considered as well. Based on a case study from the petrochemical industry, this paper extends two basic facility location models and shows the impact of distribution network-design decisions on the economic and environmental performance of the company. The results show a trade-off between total (distribution) costs and transport carbon emissions. (authors' abstract)