4.

Main research terms analysis

This section discusses the main research streams that were identified of the conducted literature
review and investigates how the reviewed articles address the Reverse Logistics, Transports, FMCG

Article Citations Methodology Research Theme

Ksenija Kuzimina, 58 Quality FMCG
Sharon
Prendeville,Dale
Walker, Fiona
Charnley
Dragan pamucar, 52 Quality TPL
Malisa Zizovic, Sanjib
Biswas, Darko Bozanic

Verena Ch Ehrler, 37 Quality Transportation

Dustin Schoder, Saskia
Seidel
Eugene YC Wong, 31 Quality Transportation
Allen H Tai, Emma
Zhou
Anchal Gupta, Rajesh 27 Quality Sustainable service
Kumar Singh quality

Katrien De Langhe, 11 Quality Transportasion

Hilde Meersaman,
Christa Sys, Eddy Van
de Voorde & Thierry
Vanelslander

Nandie Coetzee, Wilna 7 Various methods, Green Logistics

L Bean theories and best
practies were
researched to aid in
the development of
the green business
profitability
framework

KM Kumar, AA 9 Quality Transportation

Rahman, K Jayaraman,
Suzuri Abdul Rahim

Nagham M El-Berishy, 2 Quality Green Logistics

Bernd Scholz-Reiter
 Arno Meyer, Wesley 3 Quality FMCG
Niemann, Pierre-Roux
van Pletzen, Danie
smit

Andrej Lisec, Slobodan 6 simulation Reverse Logistics

Antic, Francisco CB,
Vaska Pejic

MSM Makaleng, P 2 Quality Reverse Logistics and

Hove-Sibanda FMCG

Milos Milenkovic, N 1 Quality Transportation

Knezevic, S Val, D
Lutovac, N Bojovic

L Wang, XY Chen, H 1 Quality FMCG

Zhang

Benedikte Borgstrom, 1 Quality TPL

Susanne Hertz, Leif-
Magnus Jensen, Elvira
Ruiz Kaneberg

4.1 primary research themes

4.1.1 Reverse logistics

Green logistics is attracting big players who are trying to improve reverse logistics.
Reverse logistics is the process by which the ownership of the product/good is transferred
from the consumer to the distributor, for the reuse of the product, or it can also be
because the product is damaged or unclaimed. Mostly Andrej Lisec, Slobodan Antic,
Francisco CB, Vaska Pejic. Data were analyzed and results interpreted using the proposed
framework and compared with practically designed benchmarks that represent an ideal
case of current PWMS evaluation purposes. The framework included a performance
model that integrated the different pillars of PWMS performance into areas of
interdependence, identified the most important attributes to be evaluated, and followed
four general principles of PWMS performance. The purpose of its use was to determine
the characteristics of the waste stream (production volumes, dynamics, composition and
handling), waste production points, treatment plants and technology, PWM processes and
corresponding RL channels. In the following sections, we describe the result derived from
the framework. PWMS was analyzed considering both structural and flow components.
The first focuses on overall performance in terms of quantities generated, collected and
removed at the node or network level. The effectiveness of network removal was
investigated by comparing the current network configuration with a simulated ideal
scenario where the resources (trucks, collection equipment, recycling facilities) of various
contractors operating under PWMCs, with a retailer as an eligible participant, could be
pooled together. Such a common RL platform would provide collaborative services using
additional geograpich reach and capacity. The associated ideal network flow was modeled
and the external flow currently managed by one exclusive waste collector was simulated
to be diverted to alternative target MRFs already operating under the same collective
PWMS. This would require operations outside the trading boundaries, but could
potentially, significantly improve network efficiency, as the company is the largest PW
producer in the system, and such a strategic change in the eastern subsystem of the
trading network could reduce the annual total PW transport of the network intensity in
the year. Tons kilometers. Up to 55% on average (compared to the baseline PW
production Profile (2010)). The variance of kilometers is 729. And the standard deviation
of kilometers traveled is 27.01. our goal is to rationalize the PW collection system, which
is achieved by reducing the kilometers from the sources to the observed collection center.
By making it more efficient, were reduce transport cost and environmental impacts by
minimizing the kilometers driven and resulting emissions. The individual starting point is
the closest collection center for a number of undisputed reasons. Therefore, in this
process we consider the following collection centers in 7 different locations of different
WM companies. We used ArcGIS software, an extension of network analyst. The
algorithm was Dijkstra's shortest path. The count took less than a minute. Network the
scale was 15 points. The results are locally optimal. We used road network restriction, one
way streets, no motorized vehicles and speed limits. Reverse logistics companies
Competitiveness in South Africa Retail managers and customers base the extent to which
they say FMCG retail companies have achieved competitiveness. A five-point Likert scale
was used to measure the competitiveness of Reverse Logistics companies, where the
value 5 corresponds to completely agree. The center of the five-point Likert scale is 2.5
(5/2); Thus, any mean score below 2.5 indicates that most respondents generally either
disagree, disagree or strongly disagree with the statements measuring the constructs,
while a mean between 2.5 and 3. indicates that most respondents neither agree nor
disagree with statements measuring the constructs. All scores of 3.5 or higher indicate
that the majority of respondents either agree or strongly agree with the statements
measuring the construct. The majority of retail managers agreed with the statements
about the competitiveness of RL companies. According to the results, the majority (75%)
of retail managers strongly agreed and agreed (18.8%) that product return policies helped
FMCG retailers improve their image in the market. Additionally, 62.5% of retail executives
strongly agreed and agreed (25%) that their FMCG retail company offers better quality
products than competitors. The results also show that 50% of retail managers agreed and
strongly agreed (37.5). %) that placing waste in a legally controlled and safe country
helped them protect their reputation. Additionally,  3.8% of managers agreed that having
a separate unit to handle returned products helped improve their customer service.
However, 3.8% of retail managers neither agreed nor disagreed that recycling their
obsolete and safe products gave them a better price compared to their competitors. In
addition, 3.5% of customers indicate that they fully agree and agree. (0%) that a separate
unit for handling returns could help FMCG retailers improve the service they provide to
their customers. This is consistent with responses from retailers, where retail managers
reported that having a separate returns unit helped them improve service to their
customers. Additionally, 1.7% of customers felt that FMCG retailers should offer cheaper
and more affordable product prices. This is consistent with the responses of retail
managers who stated that their FMCG retail business offers products at low prices
compared to competitors. Additionally, 33.5% of customers strongly agreed that product
return policies helped FMCG retailers improve their image in the market. The responses of
retail managers reveal that they have a product return policy that has helped their retail
business to improve its image in the market. Only 32.3% of customers agreed that
repackaging damaged products and selling them to another second-hand market can help
FMCG retailers improve the image of their products in the market. This confirms the
responses of retailers who stated that repackaging damaged products and selling them on
the used market helped them improve their brand. Based on the results above, most
customers agreed with the statements made about the companies. competitiveness,
because the combined degree (M = .01) is more than 3.5. Based on the perceptions of
both retail managers and customers, it is clear that the adoption of RL practices can help
FMCG retailers achieve stable competitiveness.

4.1.2 Transportation

Many national and international bodies, such as the European Commission, encourage the
use of environmentally friendly modes of transport. Local and national authorities are
increasingly taking measures such as road surfacing, loading or unloading facilities and
low-pollution zones to prevent negative traffic-related extremes in urban areas.
Therefore, transport and logistics companies are considering alternative ways to deliver
goods in the urban area using electric vehicles, cargo bikes, inland waterways and rail
transport. Which of these alternative forms is suitable for which mode of transport and
for which traffic flows depends on a number of factors, including existing transport
infrastructure, load volume and congestion measures. A successful implementation is a
profitable implementation, ie. the difference between the change in costs and the change
in income exceeds a certain threshold value. This model works by applying it to the city of
Antwerp. The main results show that the use of a freight car attached to a passenger tram
offers more potential than a separate freight car. A courier in the tram can also be
convenient. For all three trams, the socio-economic benefit is greater than the commercial
benefit. Critical factors affecting viability are the volume of transport, the efficiency of
road transport to date, the timing of transport, the need for follow-on transport and the
operating costs of both road and rail transport. The results of the viability model vary
depending on the tram traffic used. Therefore, the results for each of the three tram types
are discussed separately in the following sections. It is assumed that the three modules
contain the same non-food retail products to avoid biases in comparisons between
modules. Thus, the transported products of the three tram types have the same solution
based on the total cost of logistics (Ayadi 2014), if six round trips are made with a
maximum utilization rate of 70%. The total amount transported is then 200 kg.The
economic net present value (NPV) is 569,973 euros and the economic internal yield is 22%.
The socio-economic net present value (NPV) is 71,85  euros, plus an internal rate of return
of 6.38 percent. The net present value of the company becomes positive in only four
rounds until the utilization rate is 80% or lower. The socio-economic net present value is
already positive at 50% and 60% occupancy for three trips, while the socio-economic
internal rate of return always exceeds the social discount for five trips by 70%. The
commercial internal yield is the strictest in this case, exceeding only   for six round trips
and an occupancy of 50%, 60% or 70%. More and more cities are struggling to provide
acceptable air quality and noise levels for their residents. At the same time, urbanization
and the need for everyday things in cities continue. Another ongoing trend is the growth
of online grocery shopping. The growth of online shopping in other areas, e.g. clothing,
increased the demand for transportation due to deliveries and returns. Therefore, an
approach is needed to decouple the traffic demand associated with food supply from the
increase in emissions. However, this is only possible if the efficiency of transport is further
improved and low-polluting (noise and smoke) technologies, such as electric cars, are
used. There is little data on urban commercial transport and e-mobility, which makes it
difficult for logistics service providers and policy makers to prepare for this development
and understand its implications. Focusing on the German market and using the test case
of a well-known logistics service provider that tested vehicles for commercial transport,
this article discusses possible changes in food purchasing habits, maps perspectives,
assumptions and challenges to switch to electric vehicles in their distribution. and makes
recommendations to industry and policy based on the results. the study is the following,
when the analysis of the online store had to be based mainly on secondary data, while the
analysis of the possibilities and assumptions for the transmission of electric vehicles was
based on real tests. The reason is that basic information about the logistics structures of
commercial transport and especially of everyday goods is usually difficult to obtain,
especially in Germany. This is due to Germany's strict data protection, which does not
allow monitoring of employees unless union representatives and employees have agreed.
Companies also do not want to reveal their logistics structures. Hellmann Worldwide
Logistics is conducting real-world trials of electric grocery delivery vehicles with
researchers in Germany. The synthesis of the insights gained will inform the discussion on
whether e-mobility is the right way to deal with the effects of urbanization and trends in
online shopping, and what further developments are needed to reduce emissions related
to food logistics. The analysis reflects the following aspects and observations: The
situation and trends of online grocery sales in Germany, the motivation and experiences
gained in a real test case of the use of electric vehicles by a well-known German logistics
service provider, the effects. of the test results, cases and their relationship with shopping
online for groceries, identifying perspectives, assumptions and challenges for the
successful implementation of electric vehicles in online marketing, especially in an online
grocery store. The research and challenges faced lay the groundwork for identifying
further research areas needed to develop and elaborate on a sustainable urban logistics
concept, in which participating logistics service providers seek to further reduce their
emissions. Especially at the test stage of the innovative urban distribution structure in
Bremen, Germany. One of the reasons why Hellmann Worldwide Logistics is an
internationally renowned logistics service provider with more than 19,500 employees and 
37 subsidiaries in 162 countries. Ground transportation is one of Hellmann's core
competencies,together with sea and air freight and logistics contracts. Hellmann
Worldwide Logistics operates on the freight network of the System Alliance Group and
System Alliance Europe. The case studies presented below are for this group of deliveries.
In addition, partial and full loads and track solutions are part of Hellmann 's road
transport activitiesin Germany. The all-electric car is a modified special version of the 7.5
tonne truck with two asynchronous motors integrated into the axle. Due to the limited
electric car market offering, the possibility of adapting and modifying forklifts according to
Hellmann's needs is the only suitable option for the use of fully electric cars in distribution
activities. The e-car has a payload of 3 tons, room for ten bases and a range of 100 km.
The power of the electric car is 2 x 75 kW (200 hp) and the torque is 2 x 3250 Nm. Even
though the truck is a custom vehicle, the conversion from diesel to battery does not
reduce the payload. In fact, the electric transmission (including the battery) is lighter300
kg than traditional gearbox. Hellmann Worldwide Logistics uses these vehicles for the final
long-haul general cargo distribution in Germany. The truck will be used for a six month
trial period at various delivery locations to evaluate the new vehicle technology. By doing
this, it is possible to assess utility in different trip structures, both in terms of stop density
and cargo structure, as well as in different populations and topographical structures. Due
to the condition of the public transport network in the vicinity, Hellmann
WorldwideLogistics does not transport heat controlled food. Collections are mostly
returned from retail stores to their warehouses. The average carrying capacity of the
goods sent is 2.3 tons, and the lifting capacity of a forklift truck is around 580 kg. In
general, this tour is characterized by relatively limited route variations with a high
frequency of stops. In addition, 75% of this travel volume is used for shipping due to the
customer structure. Most of the clients on this tour are from the retail industry; therefore,
the goods shipped are usually fixtures and store additions in shopping centers and
pedestrian streets in Hanover; groceries accounted for 20% of this trip. City to district
tripLaatzen has an average daily distance of 90 km and up to stop for pick-up and delivery.
The average carrying capacity of goods sent is 2.5 tons; a pickup truck has a payload of
about 1.3 tons. Laatzen tours are also characterized by relatively small route differences
and a high frequency of stops. About 50% of this trip is used for shipping. The delivery
area for this tour is home to Deutsche Messe AG in the areamajor exhibitions and
exhibitions, as well as a number of manufacturing industry customers, which explains the
balance of picking and shipping. The proportion of food in this tour varies greatly due to
the exhibition and exhibition booking situation. The relationship of the key factors
influencing the operational efficiency of the first company described in Chapter with
carbon emissions is analysed. The factors investigated are utilization rate (U), carbon
dioxide emission (E), cargo volume (V), fuel consumption (F), number of destinations (N),
capacity (C), unused space (S) and truck type (T). ) for each load - of the car. Referring to
the mean, standard deviation and correlation coefficient estimates of these collected and
analyzed variables, all pairwise correlation coefficients are statistically significant. Truck
load utilization is highly correlated with load volume, fuel consumption, destination
volume, truck capacity, and truck type. Carbon emissions are positively correlated with
unused space. In addition, a regression analysis of truck load utilization and carbon
dioxide emissions against six other factors is performed. All factors are important when
evaluating truck load utilization and truck CO2 emissions separately. shows an additional
analysis where all factors are considered simultaneously. In addition, throughput and
volume were found to be important in truck load utilization and high R2 determination.
Fuel consumption and unused space have been shown to be critical in terms of carbon
emissions when designing and operating a carload. Leonardi and Baumgartner (200) try to
identify the most important factors influencing CO2 efficiency. Instead of data collection
taking place in the company, the results of the study were different, in which the mass of
the vehicle load and the vehicle class were important in terms of reducing emissions in
road transport. Díaz-Ramirez et al. (2017) recently conducted research on this topic and,
based on fleet data, concluded that driver experience, driving errors, average speed and
weight-carrying capacity ratio are very important in terms of fuel consumption and
durability. By analyzing the relationship between carbon dioxide emissions, fuel
consumption, number of objects and utilization rate, important drivers of truck load use
and carbon emissions are highlighted. To further evaluate the relationship between fuel
consumption and distance, a regression analysis is performed on two factors using 52
trucks based on their fuel consumption and distance traveled per day. The relationship is
shown in the equation where αk and equals 3.66 and 0.120 which are less than 0.05.

4.1.3 FMCG

The finding of Arno Meyer, Wesley Niemann, Pierre-Roux van Pletzen, Danie Smit shows
that organizations implementing environmental initiatives experienced better
collaboration between supply chain partners. Better collaboration leads to better product
quality, cost savings in the long term and transparency between organizations. The
downside of environmental initiatives was the increase in planning time and large capital
investments. The implementation of environmental initiatives revolves around buyer-
supplier relationships, which are strategic in nature and should not be underestimated by
organizations. Organizations are advised to spend more capital and resources on
environmental initiatives to improve relationships between buyers and suppliers
Thematic analysis was used to analyze the collected data. Thematic analysis looks for,
explores and records themes in the collected data (Braun and Clarke 2012:57). The
researchers followed the guidelines of Braun and Clarke (2012:5771) by examining raw
data from audio recordings and similar transcriptions. Codes from the literature were
used to build the code list and linked to inductive codes generated from the data. Similar
codes were grouped to identify subthemes. All researchers participated in the coding and
analysis of the original data. The researchers actively reviewed the perspectives and
conclusions of other researchers. This was done to increase the reliability of the studies
and reduce the biased perspectives of a single researcher. This section contains
observations on four themes identified and drawn from the data collected. The following
themes were identified: (1) impact of environmental initiatives on buyer-supplier
relationships, (2) issues affecting buyer-supplier management, (3) dominant
environmental initiatives, and (4) impact of environmental initiatives on dyadic
relationships. Related subtopics are discussed under each main topic. Five participants
discussed plastic reduction as a popular topic among purchasing and supplier companies.
The approach to proper plastic management through recycling or incineration varied
between suppliers and purchasing companies, as evidenced by the following quotes: I
think it's a plastic problem now. If you look at environmental environments, plastic
themes dominate there, because it is at a high level. It dominates the words of leaders
and all who comment on it. Listen guys, we have to change this, it's becoming a big
problem in the whole environment. This plastic problem was a very dominant or
prominent topic. (P8, male, business manager) [and then reducing plastic with it. So if you
make something out of plastic now, everyone wants to get rid of it. (P1, male, product
manager) Plastic is one thing that may not be sure where it fits, but it is becoming a very
big environmental problem. All plastic use is a consumer problem and has become very
important due to ocean pollution and the fact that many of the plastics used are not
biodegradable. (P8, male, business manager) Three participants mentioned that the
carbon footprint should be a dominant environmental initiative. Global warming has been
a major issue in the last decade with greenhouse gas and carbon dioxide emissions from
traffic and industry. Previous research indicates that organizations need to make
significant efforts to reduce their carbon footprint.