The aim of this study is to describe the development of an innovative planning tool to promote the knowledge and collaboration needed to overcome challenges in the sanitation sector. A serious game was designed to share knowledge about resource recovery and support attitude-change and collaboration between stakeholders. This study documents the co-design process of game development from conception based on a set of specifications the game should achieve, through iterative testing with relevant stakeholders as players. The resulting prototype of the game showed that it was not possible to include all the original desired specifications in the final game. Stakeholders found that the game was engaging, stimulated creativity and achieved its goal.

Introduction. The ongoing urbanization trend makes local governments densify their built environment, hence stimulating construction and renovation works in urban areas. Construction intrinsically strongly relies on logistics activities, which in turn are the source of environmental nuisances. The latter are referred to as external costs when they are not borne by the polluter himself, such as greenhouse gas emissions, air pollution, congestion, etc. Accurate external cost calculations require accurate data to consider significant calculation-variables. However, current calculations are often based on the number of vehicles used and on transported volume rather than vehicle- or tonne-kilometres, hence not adequate to conduct external cost calculations. Methods. The MIMIC-project1 aims to reduce the impact of construction logistics. Therefore, an integrated impact assessment framework will be developed, assessing the economic and environmental influence of different off-site construction logistics solutions. The necessary data to conduct such an impact assessment are however not always available, complicating calculations. This paper highlights the current gap in accurate data on urban construction logistics flows, the considerable uncertainty about existing figures on construction transport and their methodology, and presents the data availability issue in the development of such a framework, using empirical research. Results. Logistics flows data are typically scattered amongst different actors and various in format. Harmonizing different data categories and sources to feed the framework with relevant logistics variables, this paper presents what is possible to calculate using available data in 4 pilot cases in Belgium, Sweden, Norway and Austria. The various data sources highlight the complexity to develop a framework flexible enough to cope with specific local constraints, whilst generic enough to allow comparability across the European cases, and ultimately across construction logistics globally. Furthermore, a shift is needed towards other data collection methods (GPS, digital waybills etc.). Conclusions. This paper presents the data availability issue in the development of an impact assessment framework for construction logistics, harmonizing different data sources in order to conduct external cost calculations for construction transport.

Public actors are increasingly enforcing the use of specifically designed construction logistics setups (CLS) to cope with logistical challenges and minimising disturbances on third parties in large construction projects. The organising of these CLS is contingent on the interaction among several types of actors. The purpose of the paper is to advance the understanding of the design and use of CLS and the distribution of various outcomes of such arrangements on the actors involved. The paper analyses the role of public actors in the initiating of CLS and how this affects the relational interfaces in the CLS triad of developers, contractors and logistics service providers, and the outcomes of their interactions. First, the main reason for a public actor to initiate a CLS is not cost, productivity or innovativity gains, but to decrease disturbances on third parties. Second, developers and contractors are forced to use the CLS initiated by the public actor. This makes them take on a forced customer role, explaining why these actors are often resistant to adopt to a certain CLS. Third, ripple effects, such as unintended costs and productivity impacts, occur in the construction supply chain because of the use of CLS.

The purpose is to provide insights into how to integrate a computer-based evaluation tool to improve the understanding of different perspectives when the teaching of logistics at masters’ level. This study has had an action research approach to student centred learning by introducing a theme of cross-functional decision making through combining lecturing, case assignment and computer based tools. What can be seen is that this inclusion has filled a gap in the education and course. Adding the combination of the preparatory case work and the computer exercise gave the students the activity independence and gave room for new reflections.

Sweden is at EU bottom of circular soil and rock masses. The purpose of this study is to capture the relationship between the overall system and subsystems of circular soil and rock masses to identify barriers to establishing efficient circular soil and rock material flows. The main hinders are lateness of action, legislation, and lack of information sharing. This together creates a relational mess between the subsystems, leading to a lack of understanding of how to act. The relations must be clarified before public procurement will have its intended impact to increase circularity and decrease transport emissions.

The temporariness of construction supply chains, in combination with the multiplicity of stakeholders complicates the organization of construction logistics. The problem for cities today is not the construction materials’ transports as such, it is how to ensure accessibility and mobility for stakeholders during the construction time. In general, there is no tradition of including different stakeholder perspectives when evaluating construction logistics setups. However, in other urban freight transport applications, multi-stakeholder dialogues are more common, and one methodology suggested and used as a Multi-Criteria Decision Analysis (MCDA) method is the Multi-Actor Multi-Criteria Analysis (MAMCA). In this paper we develop a customized methodology for applying MAMCA in a construction logistics context, gradually refining the methodology along five cases in three different countries. We show how MAMCA must be adapted to fit the construction context. The main differences are: (1) predefined construction logistics alternatives, (2) predefined actors and criteria groups, and (3) the possibility of using the method in role play to create awareness of stakeholder views in homogenous groups. The methodology proved to be valuable for (1) identifying relevant stakeholders and their criteria, (2) identifying and understanding stakeholders’ preferences regarding construction logistics, and (3) creating awareness of the need to initiate construction logistics in a project. Furthermore, it showed the need to clarify whom is to take responsibility for initiating the use of construction logistics setups.

In complex projects, such as hospital constructions, there are large interdependencies betweenthe actors involved, especially relating to the flow of materials and resources. As new hospitalbuildings are often built on existing blocks and campuses, ongoing hospital operations may hinderlogistics and construction operations and vice versa. To handle these issues, it has becomeincreasingly common to implement construction logistics setups (CLSs). The purpose of thepaper is to analyse how the centrality of the CLS in the project organization affects the coordinationand conflict level in complex construction project management using a power dependencylens. The study is based on case studies of six hospital projects in the Nordic countries.Based on a cross-case analysis it is identified that: 1) from a logistics management perspectivewe identify three different foci of the CLS; i) security for hospital patients and staff, ii) on-sitematerial flow coordination, and iii) flow coordination to and from site, and 2) from a projectmanagement perspective the main findings point towards the importance of centrality of theCLS in the project management organisation in order to ensure enough power to mandateenforcement of coordination.

Purpose The use of third-party logistics (TPL) setups in construction has increased but is still a new phenomenon. The purpose was to increase understanding of how structural and management dimensions are related in CLSs by describing how CTPL setups are used. Design/methodology/approach Ten dimensions to describe and structure CLSs were identified from the literature and used to structure a cross-case analysis of 13 Swedish CLSs. Findings The main findings are: (1) there are three typical initiators of CLSs: municipalities, developers and contractors; (2) CLSs are drivers for service differentiation and modularization among TPL providers as construction specific services are required; (3) CLSs play a new role in construction by coordinating logistics activities between the construction project and the vicinity of the site. Research limitations/implications The study is based on 13 cases in the Swedish construction context. Additional studies of CLSs in other countries are needed. Practical implications The ten dimensions can be used as a guide in designing a CLS and in determining the order of design decisions. The identification and structuring of CTPL services also exemplify the variety of service offerings. Originality/value This is one of the first cross-case analyses of CLSs enabling the characterization of CTPL setups. This study identifies how different services included in the setup relate to the roles of SCM and logistics in construction.

Purpose

The understanding of how to develop or expand logistics service offerings to the construction industry has received limited attention in the research community. The purpose of this study is to investigate how construction equipment rental companies (CERCs) can approach the challenge of expanding their service offerings to include construction logistics services.

Design/methodology/approach

The study builds on a descriptive case study to analyse how a CERC has approached developing logistics services for construction through the lens of New Service Development literature.

Findings

The study shows that the CERC’s ongoing transition from a construction equipment supplier to a logistics service provider requires both back-end and front-end service development. The New Service Development process extends into sales and delivery of solutions where the company’s established customer-base in the construction industry can be beneficial.

Research limitations/implications

The study is limited to the Swedish construction context and further studies are needed to generalize the findings. Future studies should investigate how well service offerings match the contractor’s needs.

Practical implications

The study can be used by contractors and prospective logistics service providers for developing logistics services.

Original/value

The study contributes to construction logistics literature by addressing how construction logistics services can be developed by adopting a New Service Development approach.

Purpose The construction industry shows an increased interest in how to manage logistics within construction projects. Often construction logistics is outsourced to a logistics service provider (LSP). However, construction logistics is normally approached either as a strategic decision or as an operational issue and rarely as a tactical concern. The purpose of this study is to explore how to organize the logistics outsourcing decision at strategic, tactical and operational levels.

Design/methodology/approach This study is performed as a single-case study within a construction corporation, containing (amongst others) a building contractor (BC) and a construction equipment rental company (CERC) offering logistics services.

Findings The study shows that to procure construction logistics service successfully, BCs need logistics capabilities at strategic and tactical levels to maintain an alignment between the use of logistics services and operational characteristics. Simultaneously, CERC’s need to design their service offerings to correspond to the needs of the BC.

Research limitations/implications This study builds on a single-case study of a Swedish construction corporation. Further research is needed to better understand current logistics outsourcing and development practices and how these can be improved to foster better logistics management at the project level.

Practical implications BCs find suggestions of different logistics organization structures and suitable outsourcing arrangements. CERCs and LSPs can use the findings to understand their customers’ needs and adapt service offerings.

Originality/value To the best of the authors’ knowledge, this study is one of the first studies of how two companies within a corporation can work together to develop construction logistics service offerings.

With the current urbanization trend, there is an increased need for city development, i.e. to build apartment buildings, hospitals, schools and infrastructure in cities and urban areas to meet the rising demands. At the same time, land is increasingly seen as a finite resource. This has led to the regeneration of decommissioned industrial-use land for development purposes. This means that multiple individual construction projects are being built in the same or nearby areas during the same time-period. However, the end products of construction projects are produced at their place of consumption, which means that large quantities of materials and resources need to be delivered to, and removed from, each construction site. This leads to new transport flows being created in connection to city development. These transport flows need to be coordinated to ensure efficient construction productivity and reduce the transports’ environmental and social impact on the urban transport system. At the same time, it is important to ensure that construction sites can be managed from a logistics perspective without impairing efficiency due to the challenges of building in urban environments.

One way of managing logistics to and from construction projects in city development is through so-called construction logistics setups (CLS). However, the implementation of CLS’s affect many different stakeholders and the interorganizational relationships between them. The implementation of CLS’s therefore faces three challenges; management of transport to and from construction sites, management of logistics at construction sites, and managing the interorganizational relationships amongst construction project stakeholders. The development of CLS’s is often undertaken by mimicking previous setups as there is currently no guiding procedure for developing and implementing CLS’s. To reduce the ad hoc approach to developing and implementing CLS’s, the purpose of this dissertation is to propose a framework for developing construction logistics setups. The purpose is fulfilled with the aid of the following four research questions:

RQ1:   Taking the perspectives of different stakeholders’, why are CLS’s implemented?

RQ2:   What type of CLS services are offered?

RQ3:   How can performance effects of CLS’s be measured?

RQ4:   How do CLS’s affect the identified challenges of managing the transports to and from construction sites, managing logistics at construction sites, and managing the interorganizational relationships amongst construction project stakeholders?

To answer the research questions, three main methodologies have been used; literature reviews to inform the background of the studies and develop analytical frameworks, and case study and Delphi research for the empirical studies. 

In fulfilling the research purpose, the findings of this dissertation suggests that when developing a CLS, three activities need to be considered; 1. setting the scope of the CLS, 2. deciding on the structure of the CLS, and 3. managing the interorganizational relationships of the CLS. These activities are the foundation of the developed framework. The contents of the activities were derived through the research questions.

When answering RQ1, it was found that contractors implement CLS’s to ensure construction productivity, developers implement CLS’s to reduce disturbances to businesses and residents nearby, and municipalities implement CLS’s to reduce disturbances to third-parties and to reduce the impact from construction logistics on the urban transport system. These stakeholder drivers for implementing CLS’s will impact the scope of the CLS. Furthermore, the scope of the CLS was found to be dependent on both the contextual considerations of the CLS in terms of physical context at site and in terms of what is being built, as well as the organizational context in terms of what stakeholders are part of the project, where in the hierarchy the CLS is located, and what level of mandate the CLS has. The scope will also set the terms for how transports are managed through the CLS. If for instance there is limited space at site, this can imply that time-planned deliveries are favoured. 

In answering RQ2, it was found that as a consequence of what transport management approach is chosen, the structure of the CLS will differ. This dissertation shows that asset-based setups are similar to traditional logistics outsourcing and TPL in which physical distribution services are offered. Non-asset based services on the other hand act more as supply chain orchestrators similar to fourth-party logistics service providers. In these cases, supplied services are aimed more at ensuring that the right services and capabilities can be procured for the CLS. One value-adding service that was found crucial to include in CLS’s is a joint booking and planning system. Having this type of support systems will allow the CLS to coordinate the different stakeholders connected to the CLS. Related to the structure of the CLS, RQ3 suggest that performance needs to be monitored for deliveries, on-site logistics, and the coordination of logistics activities on and off site. The performance monitoring needs to be developed from a logistics point-of-view, taking into consideration the different stakeholders’ perspectives. 

Finally, in answering RQ4, it was found that a CLS can affect the identified challenges positively. In essence, a CLS aims at managing construction logistics and if developed and implemented from this notion, transports to and from site as well as on-site logistics management can become more efficient. Additionally, the dissertation shows that CLS’s can help in managing the interorganizational relationships within the construction project(s). However, this builds on the notion of having well-developed and communicated service offerings and regulations, e.g. through business and governance models. 

It was also found that the activities of the framework are interrelated and dependent on one another, suggesting that developing construction logistics setups is an iterative process. The proposed framework should thus be seen as a guideline for how to develop the setup, allowing for adaptations of the setup to the context for which it is developed.

More and more people are living in, or moving to, urban areas than ever before. This attraction to urban areas means that new houses and work places are needed. Building new houses or renovating older housing stock is a natural way for a city to evolve. However, the end products of construction projects are produced at their place of consumption. This means that a multitude of materials and resources need to be delivered to, and removed from, each construction site. This leads to new transport flows being created in urban areas. In urban areas, these transports are subjected to space limitations, environmental demands, accessibility demands and noise restrictions. This has led to a situation where material deliveries to construction sites needs to be coordinated and managed in ways that reduce their impact on the urban transport system and at the same time ensuring efficient construction projects.

In essence, construction in urban areas faces two problems; the urban transport problem and the problem of coordinating multiple construction stakeholders. One way to address these problems is through the use of construction logistics solutions such as terminals (e.g. construction logistics centres) and checkpoints. The aim of both types of solutions is to control and coordinate construction transports. In the construction industry, these solutions are however, still a rather new phenomenon. This means that how these solutions are perceived by different stakeholders, and the effect the solutions have on material flows and costs, needs to be explored further.

The purpose of this thesis is to explore how construction logistics solutions can be used as a means to coordinate material flows to ensure efficient construction and reduce disturbances on the urban transport system. To achieve this purpose, the following research questions have been addressed:

RQ1:   How are different stakeholders in the construction industry affected by construction logistics solutions?

RQ2:   How will the use of construction logistics solutions affect material flows and costs in urban construction projects?

To answer the research questions two main methodologies have been used; case study research for the empirical studies and literature reviews for the analysis of the case studies as well as for understanding how supply chain management, logistics, and third-party logistics affects the inter-organizational relationships of the construction industry.

The main findings of the research are firstly that construction logistics solutions do have a role to play in the coordination of different construction stakeholders. Adding this new node will force construction stakeholders to address coordination issues in order to ensure that material deliveries arrive to construction sites on time. This also implies that new inter-organizational relationships will evolve, where communication is key. However, this may not be an easy task as it will call for an attitude adjustment towards a more open and collaborative environment.

Secondly, adding a construction logistics solution can reduce some unnecessary friction between construction stakeholders and third parties. Coordinated material flows can lead to a reduction in the amount of material delivery vehicles that travels to site, thus alleviating some of the congestion in the urban transport system. This will not reduce all friction between construction projects and third parties, but it is a step in the right direction.

Thirdly, a construction logistics solution must come with a set of regulations and a governance strategy from the initiator of the solution. This governance strategy must be clearly stated and communicated to the affected stakeholders. To alleviate animosity towards the solution, flexibility and stakeholder involvement is key. If the directly affected stakeholders are consulted on the function, chances are that they will be more accepting of the solution.

Purpose: What is often missing in the discussion of SCM in construction is a wider discussion on developing and implementing new innovative construction logistics solutions. This is an area that seems to be largely missing from current construction logistics and SCM research. The purpose of this article is to identify possible future research directions for improving construction logistics.

Methods: The paper is based on a comprehensive literature review and by adopting a systematic approach, content evaluation and synthesis of the findings was performed.

Results: The result suggests that one of the most important factors in both construction supply chain management and logistics innovation for construction is to take the industry and organisational contexts into consideration.

Conclusions: The study concludes that by synthesising the findings from the current cSCM and logistics innovation discourse, the importance of allowing for construction industry context to play its part in adopting and adapting SCM to construction.

Purpose

Construction logistics centres (CLC) is one   possible solution to manage logistics flows in urban construction projects.   The aim of CLC’s are to decrease disturbances to the surrounding environment   and to improve logistics flows and the planning of the same to construction   sites. However, as CLC’s is a new phenomenon, there is a lack of research with   regards to how CLC’s are experienced by stakeholders utilising and/or running   them. Therefore, the paper answers two research questions relating to the   experiences of three different stakeholder groups of the use of a CLC in a   large development project and how these experiences provide directions in   developing CLC governance strategies.

Design/methodology/approach

An exploratory single   case research design was chosen to explain how the utilisation and governance of a   CLC has been experienced by three main contractors, the CLC operator and the   municipality initiating the CLC. Case study   methodology is a valid choice when the context and experiences are critical   to understanding the phenomenon comprehensively. Data has been collected   through semi-structured interviews, site visits, observations and project   documentation.

Findings

There is potential in utilising   CLC’s in development projects, and positive aspects such as consolidation   effects and enhanced planning efforts were found. What is evident however, is   that the design and implementation of CLC’s must be based on comprehensive   stakeholder analysis and clear governance strategies to lay the foundation   for a good construction process for the main contractors. Major aspects to   consider when designing a CLC governance strategy identified were: clarifying   who the customers are, multi-stakeholder logistics analysis, and information   flows.

Research   implications

Problems and possibilities in utilising CLC’s are explored and future   research directions are presented. Further research is needed to verify the   findings from SRS. With the novelty of CLC’s, it would be useful to study   other CLC projects and different solutions as well.

Practical   implications

Contractors, TPL providers, and municipalities can find inspiration for   how to design and implement CLC governance strategies based on experiences   from the SRS case.

Originality/value

As the use of CLC’s is a new phenomenon, this paper contributes by   highlighting contextual aspects affecting the experiences of using and   operating CLC’s from different stakeholder perspectives.

Purpose: Construction logistics centres (CLC) is one possible solution to manage logistics flows in urban construction projects. The aim of CLC’s are to decrease disturbances to the surrounding environment and to improve logistics flows and the planning of the same to construction sites. However, as CLC’s is a new phenomenon, there is a lack of research with regards to how CLC’s are experienced by stakeholders utilising and/or running them. Therefore, the paper answers two research questions relating to the experiences of three

different stakeholder groups using a CLC in a large development project.

Design/methodology/approach: An exploratory single case research design was chosen to explain how the utilisation and governance of a CLC has been experienced by three main contractors, the CLC operator and the municipality initiating the CLC. Case study methodology is a valid choice when the context and experiences are critical to understanding the phenomenon comprehensively.

Data has been collected through interviews, site visits, observations and documentation. 

Findings: There is potential in utilising CLC’s in development projects, and positive aspects such as consolidation effects and enhanced planning efforts were found. What is evident however, is that the design and implementation of CLC’s must be based on comprehensive stakeholder analysis and clear governance strategies to lay the foundation for a good construction process for the main contractors. Aspects to consider when designing a CLC governance strategy identified were: customer clarification, multi-stakeholder logistics analysis, and information.

Research implications: Problems and possibilities in utilising CLC’s are explored and future research directions are presented. Further research is needed to verify the findings from SRS. With the novelty of CLC’s, it would be useful to study other CLC projects and different solutions as well. 

Practical implications: Contractors, TPL providers, and municipalities can find inspiration for how to design and implement CLC governance strategies based on experiences from the SRS case.

Originality/value: This paper contributes by highlighting contextual aspects affecting the experiences of using and operating CLC’s from different stakeholder perspectives.

Purpose – The construction industry is reluctant to utilize construction logistics centres (CLC). To understand why, the purpose of the study is to increase the understanding of drivers and challenges of CLC utilization.

Design/methodology/approach – Adopting an activity-based cost methodology, nine construction projects’ CLC utilization in a Swedish urban development project is analyzed for a time period of three years (2013–2016).

Findings – There is a difference between drivers and challenges for implementing and utilizing CLCs, which are often implemented to reduce third-party disturbances. The drivers to utilize a CLC, however, stem from achieving efficient logistics. The authors identify two different utilization strategies; the CLC is used either for just-in-time (JIT) deliveries or as a consolidation point.

Research limitations/implications – The study shows that construction logistics is to some extent repeating some mistakes of its big brother, city logistics. The study hypothesizes that there are differences between CLC implementation and utilization drivers and challenges that are often overlooked, which can explain the lack of CLC utilization.

Practical implications – The study shows that it is crucial for construction projects to develop and formulate a logistics strategy for how to utilize the setup, i.e. deciding whether to use the setup as aconsolidation point leading to fewer deliveries and more materials on-site, or as JIT, leading to more deliveriesbut fewer materials on-site.

Social implications – CLCs can reduce environmental impact and third-party disturbances. However, tomake this come true, acceptance among the users is needed. The study provides understanding of drivers and barriers for CLC implementation and utilization that can increase acceptance among users (i.e. construction projects).

Originality/value – The current study is one of the first studies to analyze CLC utilization.

Purpose: Construction logistics centres (CLC) are decreasing disturbances to the surrounding society through improved logistics flows and are a novelty within construction supply chains. Therefore, the knowledge of how to budget for the use of a CLC within the logistics flows is lacking among clients and main contractors. Thus, the purpose of this paper is to analyse what costs a CLC entails and to propose a model for calculating these costs.

Design/methodology: The cost for a contractor of utilising a CLC has been studied based on the services invoiced to contractors over a time period of three years (2013 – 2016). From this, cost modelling for the most common services provided in CLC’s has been conducted.

Findings: The study proposes a cost model for CLC’s and indicates the level of these costs compared to the total project size.

Research implications: Through the cost model for determining the cost of CLC’s, this paper contributes to reducing the barriers towards construction logistics solutions by clarifying the costs in relation to possible benefits.

Practical implications: Contractors, LSP’s and municipalities can find support on how to calculate the costs of utilising a CLC and also how to develop business models of setting up CLC´s.

Originality/value: As the use of CLCs is a new phenomenon in construction, this paper contributes by exploring the important and rarely studied cost aspects of CLCs.

The purpose of this paper is to provide insights into how supply chain management canbe taught using megagames as a pedagogical motor. This study has had a longitudinalaction research approach to student centred learning as it builds on a previous paper onintroducing a theme of cross-functional decision-making through combining lectures,case assignment, and computer-based tools. Combining case work and the megagame hasled to activity independence and room for new reflections. What can be seen is thatexchanging the computer-based tool for a megagame has allowed students a deeperunderstanding of not only decision-making, but also decision-formulation.

To reduce disturbances and impact from construction transports during urban development, logistics flows need to be managed and controlled efficiently. One way to do so is using construction logistics setups. However, these rarely take both initiator and end-user perspectives into consideration. The paper builds on a longitudinal multiple-case study with cases from Belgium, Norway, and Sweden. The cases provide insights on different tools and approaches for gathering stakeholder input, simulation and forecasting of transport volumes, what type of services are needed in urban construction projects, and different governance measures and incentives. A cross-case analysis was performed to find similarities and differences between the countries. The result of the study is a conceptual framework, presenting a systems overview of the decision routes in urban development linked to construction logistics.

To reduce disturbances and impact from construction transports during urban development, logistics flows need to be managed and controlled efficiently. One way to do so is using construction logistics setups. However, these rarely take both initiator and end-user perspectives into consideration. The paper builds on a longitudinal multiple-case study with cases from Belgium, Norway, and Sweden. The cases provide insights on different tools and approaches for gathering stakeholder input, simulation and forecasting of transport volumes, what type of services are needed in urban construction projects, and different governance measures and incentives. A cross-case analysis was performed to find similarities and differences between the countries. The result of the study is a conceptual framework, presenting a systems overview of the decision routes in urban development linked to construction logistics.

Purpose

When hospitals are built or renovated, they are often operational. To reduce disturbances and improve logistics performance, construction logistics solutions (CLS) can be deployed. Presently, there is no best practice regarding CLS organizing. The purpose of this study is to explore how CLS’s can be classified in order to improve the organization of future hospital project CLS’s.

Design/methodology/approach

This study compares how CLS’s have been organized in six hospital projects in Sweden, Finland and Denmark with the help of city logistics classification models. Cross-case analysis aiming at finding similarities/differences in CLS organizing is conducted, classifying them in accordance with city logistics literature.

Findings

This study shows that hospital CLS’s are often initiated as a problem solver for disturbances without considering how logistics can provide more value or how to follow up the CLS performance. The study operationalizes abstract measures from city logistics alongside contextual considerations to propose a new process for designing hospital CLS’s.

Research implications

The study highlights how different city logistics elements should be translated into operational and organizational features of CLS’s in hospital construction projects.

Practical implications

The study provides a practical process of designing a CLS’s for hospital projects by utilizing current knowledge from city logistics and contextual factors affecting hospital projects.

Original/value

This is one of the first studies that compare different CLS’s in hospital construction based on a structure accepted within the logistics area, i.e. city logistics.

Purpose: Lately, mass logistics centres (MLCs) have emerged to increase transport efficiency in soil and rock (mass) material transports and pave the way for circular mass flows. However, where to locate these MLCs has received limited attention and is often done in an ad hoc manner. The purpose of this study is thus to determine the best location for an MLC in a fully centralized system (i.e., a system where all materials are sent to and from an MLC).

Design/methodology: To determine the best possible location for MLCs we propose a mixed-integer optimization model. We test and validate the model using real data from a railway infrastructure project. Parts of the input data are prepared using QGIS.

Findings: The study finds that the developed model is a suitable tool for locating MLCs. However, an MLC in a fully centralized system is unsuitable to improve transport efficiency.

Research limitations/implications: This model is based on one railway infrastructure project. It disregards suppliers in the material flow and limits MLCs so that they hold no inventory of material. As such, future studies should validate the model against other projects.

Practical implications: Contractors, developers, and municipalities can find support in the model on how to locate MLCs from a transport efficiency perspective.

Social implications: This study is an important step in analysing the potential of MLCs as a tool for reducing the negative impact of mass transports.

Originality: This is one of the first in-depth studies of MLC localization from a transport efficiency perspective.

Third-party logistics (TPL) solutions are becoming a regular occurrence in urban construction projects. The industry is, however, still apprehensive regarding the benefits and costs of TPL solutions. The purpose of this study is therefore to investigate TPL benefits, costs, and what is needed in terms of supply chain management (SCM) maturity to realize these effects. This is done through an explorative case study at a large building project employing an in-house TPL solution. Results show that benefits can be realized, but that they come at a cost and that the main challenge is to reach a higher level of SCM maturity.

Third-party logistics (TPL) arrangements are becoming a regular occurrence in urban construction projects. The industry is, however, still apprehensive regarding the effects that TPL arrangements bring. The purpose of this study is therefore to investigate the effects that can be realised when employing a logistics arrangement in construction, including possible benefits, concerns, and effects on cost elements. The purpose is fulfilled through a case study of a large construction project in Sweden that has employed a TPL arrangement. Results show that there are positive effects to achieve in terms of logistics performance and project performance, but that the main challenge to achieve these effects is to include all supply chain actors to reach a higher level of SCM maturity. This inclusion can be achieved through a better dialogue amongst supply chain actors to create an understanding for why TPL is employed and why policies and regulations needs to be followed.

Purpose

Lately, mass logistics centres (MLCs) have emerged to increase transport efficiency in soil and rock (mass) material transports. However, the impact of these MLCs has received limited attention. The purpose of this study is to explore the potential of MLCs to increase transport efficiency in terms of number of transports, distance travelled, transport work, and emissions.

Design/methodology/approach

The purpose is fulfilled through a scenario analysis of an MLC and its effect on distance travelled, transport work, fuel consumption, and emissions as well as the traditional measure of number of transports. 

Findings

The study finds that the traditional transport efficiency measure “number of transports” is insufficient in describing transport efficiency in MLCs and similar logistics setups. A logistics centre will lead to more transports but with the correct setup, transport work, distance travelled, fuel consumption and emissions can be reduced.

Research limitations/implications

This study is limited to one MLC in Sweden. Future research should investigate other MLCs and go deeper into how MLCs should be designed to increase transport efficiency.

Practical implications

Contractors and municipalities can find support on how to evaluate the transport efficiency effects an MLC has.

Social implications

This study is an important step in analysing the potential of MLCs as a tool for reducing the negative impact of mass transports. 

Originality

This is one of the first in-depth studies of how MLCs affect mass transport flows from a transport efficiency perspective. 

Purpose: There is an overarching need to increase circularity in the construction sector, but not much is happening and only 1% of aggregate materials are being reused. Different construction actors can impact circularity, but their drivers and barriers are still unknown. Therefore, the purpose of this study is to explore how different drivers and barriers impactthe circular use of aggregate materials.

Design/methodology/approach: The purpose of this research was achieved using a qualitative approach based on three workshops and four interviews in Östergötland, Sweden.

Findings: The study found that drivers and barriers of circular aggregate materials can be thematically grouped into eight themes. Based on those findings, we propose a three-step model to increase circularity of aggregates; 1. Plan for mass handling spaces in the strategic municipalplans; 2. Develop common definitions of circular aggregate materials that corresponds tothose of virgin materials; 3. Develop and introduce (digital) information systems to increase the capacity of matching aggregates.

Research limitations/implications: This study was based on workshops and interviews with established organizations within the Östergötland region. Future research should include other regions, and the view of the local small construction firms or mass handlers etc.

Practical implications: This study helps organizations to understand how they can work towards circular aggregate materials in collaboration with other organizations in a structured way.

Original/value: This study is one of the first in-depth studies that investigates drivers and barriers of circular reuse of aggregate materials in construction.

Introduction: Construction sites are among the major sources of greenhouse gas emissions (GHG) in the construction industry. Large quantities of construction materials and other resources need to be transported to, within, and from construction sites. Implementation of different construction logistics solutions can reduce the impact from construction. The objectives of this article are to map the status and present the current practice of construction logistics in Norway, and to discuss how different no or low emission construction logistics solutions can be promoted. Methods: Methods applied are a literature review including findings from the recent development of emission free construction sites and qualitative case study with interviews carried out in Norway. Results: Findings indicate that lack of regulations, specific requirements and awareness, and use of traditional methods to avoid risks are some of the challenges for minimizing impact from construction logistics. However, opportunities are also present; mainly driven by political ambitions, improved environmental requirements in public procurement tenders and market demands and ambitions for reductions in emissions and costs. Preliminary results from interviews in Norway support these findings. Conclusions: The study show that the goal of achieving no or low emission from construction site is possible through setting ambitious requirements, good planning and a close and open collaboration between involved stakeholders. Grant support: This work is part of the Joint Programming Initative (JPI) Urban Europe project "Minimizing impact of construction material flows in cities: Innovative Co-Creation", supported by the national research councils of the participating countries (Sweden, Norway, Austria, Belgium).