News: Centre Northern LEAD related to Chalmers University of TechnologyWed, 18 May 2022 12:00:55 +0200 to the Northern LEAD Day, 21 April 2022<p><b>​​Welcome to an exciting half day where you get the chance to listen to the latest research findings in logistics, transport and supply chain.</b></p><div> Researchers from Chalmers and the University of Gothenburg present their research results and, as usual, you meet many old acquaintances, or make new contacts. We conclude with a network lunch. </div> <div> </div> <div><strong>When? </strong> Thursday 21 April 2022 at 09.00-12.00 followed by lunch</div> <div><strong>Where? </strong> SEB-salen, Handelshögskolan, Vasagatan 1, Göteborg</div> <div><strong>For whom?</strong> For those who are interested in logistics and transport and work at a company, an authority, university or other type of organisation</div> <div><strong>Charge? </strong>Free of charge!</div> <div><strong>Language? </strong> Presentations in English</div> <div> </div> <div><br /></div> <h2 class="chalmersElement-H2"> PROGRAM</h2> <div> </div> <div>8:30 – 9:00 COFFEE AND MINGLE</div> <div> </div> <div>9:00  WELCOME</div> <div> </div> <div><strong>FANGTING ZHOU</strong></div> <div><em>Horizontal Cooperation in urban distribution logistics</em></div> <div> </div> <div><strong>KONSTANTINA KATSELA </strong></div> <div><em>Transport local, thing global: a study on urban freight micro-hubs</em></div> <div> </div> <div><strong>LOKESH KALAHASTHI</strong></div> <div><em>Autonomous deliveries and the impact on energy consumption</em></div> <div> </div> <div>10:00 COFFEE BREAK</div> <div> </div> <div><strong>ELMIRA PARVIZIOMRAN</strong></div> <div><em>Financing the sustainability transition of the transport system</em></div> <div> </div> <div><strong>ALYONA KHASLAVSKAYA</strong></div> <div><em>The effect of new services on the use of dry ports</em></div> <div> </div> <div><strong>JOHAN WOXENIUS</strong></div> <div><em>How do supply chains respond to disturbances by the pandemic and the war in Ukraine?</em></div> <div> </div> <div>CLOSING </div> <div>12.00 LUNCH </div> <div> </div> <div><br /></div> <p></p> <h2 class="chalmersElement-H2">REGISTRATION</h2> <p></p> <div><em>(If the registration form is not showing, <a href="" target="_blank">click here</a>)</em><br /></div> <div> </div> <div> </div>Thu, 31 Mar 2022 12:00:00 +0200 access to home delivery services<p><b>​The pandemic has revealed large variations in the accessibility to goods via online home delivery services. Those who may have the greatest need – such as the elderly in rural areas – have the least access. However, the new research from Chalmers University of Technology in Sweden, also shows a distinct improvement during the pandemic.</b></p><div>​The Covid-19 pandemic has increased the demand for home delivery of various types of goods, pharmacy products and food. But access to the services is not equal. The new study from Chalmers, published in the scientific journal Transport Policy, shows that marginalized groups have less chances of using online home delivery services.</div> <div> </div> <div>&quot;The results confirmed that online home delivery services were designed for homogeneous market segments, such as urban young citizens with medium to high income&quot;, says Associate Professor Ivan Sanchez-Diaz, who directed the study together with colleagues Associate Professor Ceren Altuntas Vural and Professor Árni Halldórsson at the Department of Technology Management and Economics.</div> <div> </div> <div>The research was conducted as a regional case study in Sweden. Selected geographic areas were linked to demographic indicators of the population, such as age, citizenship, education level and income. The data was later analysed together with the geographical coverage of logistics service providers during two occasions – the first wave of the pandemic in the spring of 2020 and the third wave of the pandemic in April 2021.</div> <div> </div> <div>&quot;The data from the spring of 2020 showed a market failure. Lack of accessibility to online home delivery services was determined by the location, which was compounded with certain demographic characteristics: older population, lower income and lower level of education&quot;, says Ceren Altuntas Vural.</div> <div> </div> <div>The proximity to a major city is a factor explaining accessibility. However, there were some areas within the city municipality with low access, and that tend to overlap with older population, and lower income. Simultaneously, some zones with high income outside the municipality have acceptable access to home delivery services.</div> <h3 class="chalmersElement-H3">Improvements during the pandemic</h3> <div>The second data set from April 2021 indicated that the coverage was improved, so there were some learnings from the pandemic. After the first two waves of the pandemic, the main changes were seen in pharmacies that went from 62% to 99% of coverage in home deliveries, and food that went from about 40% to 60% in coverage. In terms of parcels, small logistics players grew significantly both in scale and in scope of their home delivery services.</div> <div> </div> <div>&quot;This study shows the necessity of an inclusive service design. Logistics service providers and companies that want to provide home delivery services to their customers should not think that ‘one size fits all’. They need to increase focus on social sustainability and make sure that the services are designed in a way that enables accessibility to goods, even if the social status or location of certain customer groups lead to some market disadvantages&quot;, says Árni Halldórsson.</div> <h3 class="chalmersElement-H3">Lessons for companies and society</h3> <div>The researchers present some key learning points from the pandemic that can help companies to design more inclusive services:</div> <ul><li>Offering non-digital alternatives for payment, as not everyone has access to digital ID or payment services.</li> <li>Deliveries to pick-up points, although more efficient and environmentally sustainable, can be a challenge for people with limited mobility or when there is a risk of contagion so they may not be sufficient in terms of access to goods. </li> <li>Retailers and pharmacies should coordinate with different logistics companies to find ways to reach all customers at home in a cost-effective way. Also, when conditions do not allow for a cost-effective home delivery service, there should be a public or social organization that enable home delivery for the vulnerable population. </li></ul> <div> &quot;The study's conclusions are also important for policy makers, particularly for those who design public services for the elderly or people with certain disadvantages. There are a lot of potential synergies between business logistics activities and public services. A collaboration between these actors might yield to more inclusive and efficient home delivery logistics services&quot;, Ivan Sanchez-Diaz concludes.</div> <div> </div> <div>The researchers will continue their studies, including a greater focus on inequality in home deliveries of food.</div> <div> </div> <div><span><img src="/sv/institutioner/tme/nyheter/PublishingImages/leveransforskare_750x340.jpg" alt="Forskarna vid Chalmers" style="margin:5px" /><br /><em>The researchers </em><span><span></span><em>Ivan Sanchez-Diaz, Ceren Altuntas Vural and Árni Halldórsson, Department of </em></span></span><span><span><span><em>T</em><span style="display:inline-block"></span><em>echnology Management and Economics</em></span></span></span><span><span><em>, Chalmers.</em><br /></span> </span><br /></div> <h3 class="chalmersElement-H3">About the study<span></span></h3> <div>The researchers conducted a case study in Västra Götaland region of Sweden. A sample of postal codes within this region were selected for the analysis. Then some demographic indicators of the population registered to these postal codes were collected from national statistics. These indicators included age, citizenship, education level and income. </div> <div> </div> <div>The data was later analysed together with the geographical coverage of home delivery services provided by three logistics service providers that deliver parcels and two pharmacies that deliver prescribed drugs. Data was collected twice, during the first wave of the pandemic in the spring of 2020 and the third wave of the pandemic in April 2021.</div> <div> </div> <div>The results of the study were published in Transport Policy, vol 109: <a href="" target="_blank">&quot;Assessing the inequalities in access to online delivery services and the way COVID-19 pandemic affects marginalization&quot;</a></div> <div> </div> <div><span><div><em><br />Text: Daniel Karlsson</em></div> <div><em>Photo: Chalmers / CFFC (portrait, USDA - public domain (illustration photo)<br /></em></div> <div><br /></div> <div><span><h3 class="chalmersElement-H3">Contacts:</h3> <a href="/sv/personal/Sidor/ivan-sanchez.aspx"><div>Ivan Sanchez-Diaz</div> </a></span><span><span>Associate Professor, </span>Technology Management and Economics</span><span><div><a href=""></a>, +46 31 7725154 </div> <div><a href="/sv/personal/Sidor/ivan-sanchez.aspx"><br /></a></div> <a href="/en/staff/Pages/ceren-altuntasvural.aspx" target="_blank"><div>Ceren Altuntas Vural</div> </a></span><span><span><span><span>Associate Professor, </span>T<span style="display:inline-block"></span>echnology Management and Economics</span></span></span><span><div><a href=""></a>, +46 31 7726903</div> <div><br /></div> <a href="/en/staff/Pages/arni-halldorsson.aspx"><div>Árni Halldórsson</div> </a></span><span><span><span><span>Professor, </span>T<span style="display:inline-block"></span>echnology Management and Economics</span></span></span><span><div><a href=""></a>, +46 31 772158</div></span></div></span><br /></div>Thu, 13 Jan 2022 10:00:00 +0100 information for more efficient freight transport<p><b>How can real-time information in intermodal freight transport mitigate impacts from disruptions – and thereby achieve a high efficiency for the transport operations? This is the subject of Per Wide’s doctoral thesis, where operational disruptions have been in focus. Those have minor impacts on the transport but they occur often, for example traffic problems in terms of congestions.</b></p><h3 class="chalmersElement-H3">What challenges do you focus on in your research?</h3> <div> </div> <div>There are challenges in reducing extra costs that occur in intermodal freight transport operations due to disruptions. At the same time, there is challenges around to what extent the use of information from information systems, that can offer real-time information to manage these disruptions, influence these extra costs. High costs and inflexibility in intermodal transport operations provide issues to compete with road-based freight transports. </div> <div> </div> <h3 class="chalmersElement-H3"> </h3> <h3 class="chalmersElement-H3">How do you address the problem?</h3> <div> </div> <div>To mitigate the impacts from disruptions and, in that way, lower extra costs on the intermodal freight transport operations my research has investigated real-time information around how a disruption is detected, and how its impacts are predicted, that then leads to an action to change the original plan with the aim to manage a disruption. Additionally, to increase the understanding around the challenges about information and its impacts on the management of disruptions, the efficiency impacts on intermodal freight transport operations are compared when different real-time information is given. </div> <div> </div> <div> </div> <h3 class="chalmersElement-H3">What are the main findings of your research?</h3> <div> </div> <div>The results show how real-time information creates new opportunities but also demands on the management of disruptions. For example, real-time information can support a management of disruption before impacts have occurred and mitigate impacts on transport operations. In that way real-time information can avoid reactive management of disruptions, when impacts on the transport operations have already occurred and the management relates to higher costs. The thesis also shows how coordination between actors influences the availability of real-time information when a disruption occurs. Moreover, the impacts on operational efficiency measures from disruptions are investigated for various scenarios for real-time information.</div> <div> </div> <div> </div> <div> </div> <div>Real-time information has been found to take an active or a passive role for the management of disruptions in intermodal freight transport. The active role for real-time information needs understanding around real-time information and how actors involved in the transport chains coordinate their operations.</div> <div> </div> <div> </div> <h3 class="chalmersElement-H3">What do you hope your research will lead to?</h3> <div> </div> <div>I hope my research will lead to increased understanding about the weight real-time information has for management of disruptions, that can lead to less impacts from disruptions and high efficiency in intermodal freight transport. Hopefully the research can lead to a process view on how disruptions are managed with support of real-time information. Transport managers and planners can create an understanding for how their management of disruptions can be adjusted to avoid management after impacts from disruptions have occurred, that is linked to high extra costs compared to the planned transport. Hopefully can a high efficiency in intermodal freight transport create improved conditions for a shift from road-based transport.  </div> <div> </div> <div> </div> <div> </div> <div> </div> <div> </div> <div><em>Text compilation: Daniel Karlsson</em><br /><br /></div> <div> </div> <div>Read the thesis: <a href="">“Real-time information for disruption management in intermodal freight transport”</a></div> <div> </div> <div> </div> <div> </div> <div> </div> <div>The author will defend the thesis on 10 December 2021 at 13.15, see link on the<a href="" target="_blank"> thesis’ page</a></div> <div> </div> <div> </div> <div> </div> <div> </div> <div>More about <a href="/en/Staff/Pages/per-wide.aspx">Per Wide</a></div> <div> </div> <div> </div> <div> </div>Tue, 07 Dec 2021 09:00:00 +0100 in relationships crucial for efficient and sustainable transports<p><b>​Transporting goods between buyers and suppliers is vital, but different actors have different performance interests, creating contradictions and misalignments. In his doctoral thesis, Victor Eriksson explores how transport services are embedded in larger network structures, the interdependencies involved, and the consequences of firms’ organising efforts in obtaining various performance benefits.</b></p><h3 class="chalmersElement-H3">​What challenges do you focus on in your research?</h3> <div>&quot;The starting point in my research is that any exchange of industrial goods between a supplier and a buyer of goods necessitates transport. The transport is often performed by a third party who sells this service to either the buyer or supplier of goods. Transport impacts to environment immensely and is a highly discussed topic for firms and governments alike.&quot;</div> <div><br /></div> <div>&quot;With increased demand and growth of transport in general but freight transport in particular, a transport revolution is needed to reach the agreed goals of, e.g., reduce greenhouse gas emissions and lessen the overall environmental impact regarding transport set by firms and governments. When considering the challenges ahead concerning sustainability in the transport sector, the relationships connecting the actors involved in transport services, directly or indirectly, are essential to understanding structures, processes, and interactions among the actors embedded in networks. For example, changes to the services in one part of the network may drive changes elsewhere in the network. Therefore, it is of prime importance how to organise transport and adjacent activities and resources in networks.&quot;</div> <h3 class="chalmersElement-H3">How do you address the problem with your research?</h3> <div>&quot;The exchange of transport services depends on the exchange of goods since the exchange of goods generates demand for transport services. I introduce a construct called the transport service triad. The transport service triad involves three firms that have one of the following four generic roles: the buyer of goods, the supplier of goods, the buyer of transport services, and the supplier of transport services. The transport service triad is used to explore connections among business relationships involved in the exchange of goods and the exchange of transport services. The transport service triad, as it includes three actors, offers a greater explanatory power compared to a single actor’s perspective or a dyadic perspective on the organisation of transport services because such a perspective can capture interdependencies in various dimensions in business relationships, connections between business relationships, and how and why firms and relationships are embedded.&quot; </div> <h3 class="chalmersElement-H3">What are the main findings of your research? </h3> <div>&quot;The results show how triads in general, and the transport service triad in particular, are critical units of analysis to understand how business relationships are connected in supply networks. I propose a model for analysing connected relationships and the implications thereof considering the activities, resources, and actors. The results highlight the importance of considering both relational and structural embeddedness and the duality of the transport service triad as an important structure in itself and as a part of the broader network, accentuating interdependencies of activities, resources, and actors.&quot;<br /> <br /></div> <div>&quot;This thesis shows that a network-level analysis is imperative to address the organising of transport services and transport performance by focusing on how business relationships within one transport service triad are connected to the other actors in the triad but also these actors’ connections to firms outside the triad and how firms subsequently organise because of those connections. For that reason, the research suggests suppliers and buyers of goods and transport services, transport service providers, and other connected actors to jointly coordinate the transport services efficiency of vehicle maintenance, vehicle utilisation, and road transport.&quot;</div> <h3 class="chalmersElement-H3">What do you hope your research will lead to?</h3> <div>&quot;I hope that the results will facilitate further exploration of how firms are connected in networks that may capture network aspects of the transformation to sustainable transport solutions in which different kinds of system descriptions are needed that supplement each other. The results of my research point to that the interaction and exchange of perspectives of firms are crucial when managers strive to both change the way transport is organised and enhance the transport performance of firms. I also hope that my research sparks new thinking about transport as a highly integrated part of networks, thereby moving away from a general idea of considering transport merely as a support function to the exchange of goods.&quot; </div> <div><br /></div> <div><br /><em>Text compilation: Daniel Karlsson</em><br /></div> <div> </div> <div> </div> <div>Read the thesis <a href="">&quot;Transport service triads in supply networks&quot; <br /></a> </div> <div><br />The thesis defence will be online on Zoom, 24 September 2021 at 13.15, see link on <a href="">thesis’ page</a></div> <div><br /> </div> <div>More about <a href="/en/Staff/Pages/vicerik.aspx">Victor Eriksson</a></div>Mon, 20 Sep 2021 15:00:00 +0200