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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., MIMIC

The dissertation Deductionis coloniarum rationes & causae, submitted at Uppsala University in 1668 under the presidency of Johannes Schefferus, appears to be the first contribution to the Swedish discourse on the subject of colonisation and colonialism. In this paper, a translation of the text is presented with a commentary and a list of sources. In an introduction to the translation, which discusses the text against the background of academic, political, and cultural contexts, we suggest that the dissertation relates to Swedish seventeenth-century colonial experiences in general, and, more specifically, to the colonial endeavour in Sápmi (i. e. the land of the Sámi) in the northern parts of Fennoscandia. Johannes Schefferus was one of the leading intellectuals of seventeenth-century Sweden, known for important contributions to archaeology, history, and philology. The writing of Deductionis coloniarum rationes & causae is put in relation to Scherferus' influential Lapponia (Frankfurt 1673), a work dealing with Sámi culture, economy, religion and history, which was published during a period of intensive Swedish colonial expansion in Sápmi.

Multiple deliveries and long turnaround times on construction sites harm the environmentand disturb on-site productivity and safety. The purpose of this paper is to investigate the transportpatterns of construction material deliveries, including turnaround times. In order to investigatethe number of transports and turnaround times, transport data for 13 Swedish construction sites,which were collected with the help of booking systems, were used. By comparing data from the cases,several patterns were observed: (i) very few projects receive deliveries at weekends, (ii) almost allprojects receive 50% of their daily deliveries before 09:00, (iii) long goods, standard euro pallets andlightweight goods (less than 500 kg) are the most common deliveries, (iv) trucks and delivery vansare the most common vehicles used and (v) goods to be handled by crane and lightweight goodsgenerate the longest turnaround time/delivery. This is one of the rare studies revealing currentpractice and issues associated with material deliveries, which is a necessary first step to increaseefficiency of construction logistics. This study shows that it is possible to influence these issues,as some projects performed better than others regarding turnaround times and transport., Funding: VinnovaVinnova [2018-04114], Visualiserad byggtrafikplanering för störningsfri stadsutveckling (Störningsfri stad)

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., This article is published under the Creative Commons Attribution (CC BY 4.0) licence., MIMIC

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.

MIMIC

Från inledning: Kvalitets- eller förbättringsarbete associeras ofta med stabila och kontinuerliga tillverkningsprocesser, med förebilder i exempelvis Toyotas produktionssystem. Steget därifrån till att förbättra bygglogistiktjänster i en temporär, projektbaserad kontext med många inblandade aktörer kan kännas långt. I denna rapport visar vi att de grundläggande principerna inom kvalitetsutveckling – kundfokus, ständiga förbättringar och teamwork – är tillämpbara inom bygglogistik och att modularisering och service blueprinting kan stödja kvalitetsförbättringar av bygglogistiktjänster., Construction Logistics Services

Earlier studies related to GHG emissions from the construction industry are focusing mainly on impact from the phases of building use and on-site production while neglecting the footprint due to transportation during the production phase. In this paper the aim is to investigate transport footprint owing to material and waste transports to and from construction sites in Sweden, based on secondary data analysis of construction projects. The choice between efficient logistics considering the time pressure in construction projects and logistics with reduced GHG emissions is a difficult one, however previous studies report that with better logistics solutions and planning, both goals can be achieved. This study contributes by delivering a better understanding of the transport patterns of construction projects as well as the GHG emissions from construction transport. Among the studied projects, 2450 transports/project and 31 transports/flat are noted. Transport footprint from the new flat production at 2017 in Sweden is estimated around 422800 tonsCO2. Increasing the understanding of the transport patterns will lead to better policies to control traffic and better use of construction logistics setups for different phases of projects. Since the main limitation here is data quality and lack of data, further research aims to improve data collection, investigating possible data sources and their quality., Störningsfristad

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).

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 acro

Användandet av tekniska verktyg förutspås vara en viktig del av hur camping- och hotellverksamheter utvecklar sina kundrelationer. Existerande forskning fokuserar mestadels på Augmented Reality och gamification som separata koncept. Tidigare forskning visar att Augmented Reality såväl som Gamification kan nyttjas av serviceverksamheter för att skapa värde för sina kunder i form av stärkt kundengagemang, sociala fördelar och en stärkt marknadsposition för företaget. Det blir allt vanligare för företag att använda digitala marknadsföringsverktyg för att styra sina kunders beteende och skapa kundlojalitet. En avsaknad av att tillämpa tekniken som ett förenat koncept, AR-Gamification, inom camping- och hotellverksamheter har noterats. Denna studie ämnar öka förståelsen för vilket intresse och acceptans det finns för AR-Gamification inom camping- och hotellverksamheter. För att undersöka detta har en marknadsundersöknings gjorts. Som verktyg för undersökningen har TAM använts. I tidigare forskning används denna modell för att studera hur ny teknik tas emot och accepteras, vilket ligger i linje med denna studies syfte. Påverkande faktorer i hur teknik tas emot och accepteras identifieras i TAM i variabler kring externa faktorer, uppfattad användbarhet samt uppfattad användarvänlighet. Start up-företaget JIVVIS produkt, en AR-Gamifierad Skattjakt har använts för att konkretisera tekniken som studeras. Utifrån det har slutsatser dragits gällande AR-Gamification i stort för hela camping- och hotellbranschen. Marknadsundersökningen resulterar i en modifierad TAM för studiens kontext. Denna slutgiltiga TAM genereras utifrån tidigare forskning och modifierats utifrån resultatet som presenteras utifrån studiens insamlade empiri. Studiens empiri bekräftar vissa aspekter av tidigare forskning men har även resulterat i oanade teman vilket ses som studiens teoretiska bidrag. Av de externa faktorer som identifierats i tidigare forskning kunde variabeln målgrupp bekräftas vara en påve

ntroduction. 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 acros, MIMIC

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., MIMIC

Purpose The purpose of this paper is through a literature study and a study of the Saab offset cases to identify strategies to increase inter-organizational transfer capability. Design/Methodology/Approach Based on a literature study and a study of three of Saab’s offset cases and Saab’s process for technology transfer. Findings This study has identified inter-organisational transfer strategies based on the importance of the hierarchy of decision-making and the change from capacity transfers to capability transfers in offset business. 1) The type of performance goals set in the business agreement decides how to realise the transfer. 2) The hierarchy of decision-making create a need to align the understanding of the performance goals between the different parts of the organisation, which affect the plans for how to transfer knowledge between the organizational as well as the individual levels. 3) To reach the performance goals of the technology transfer there need to be a balance between the disseminative capability of the sender and the absorptive capability of the receiver. Limitations This study is based on a single case within a relatively unique industry with an offset perspective and production transfers. Therefore, there is also a need for future studies to confirm the identified relationships within outsourcing/offset within other industries and other types of transfers. Originality/value: A change from capacity transfers to capability transfers in both outsourcing/offshoring and offset business indicates that more research should be placed on the disseminative capacity of the sender. The literature review revealed that the disseminative capacity of the sender has been the subject of less research than the absorptive capacity of the receiver.

This paper examines how knowledge properties of a manufacturing activity transfer in international manufacturing network impact performance during the transfer itself and after steady state has been reached. Hierarchical regression was used to test the relationship on survey data from 178 companies. Knowledge properties as a group was significantly affected by both performance measures when controlling for the effects of sender unit experience, sender unit size and receiver unit experience. The activities transferred thus impact the success of the transfer. The control variables of sender unit experience and receiver unit experience have their relatively strongest performance effects after steady state has been reached. Independency was the single knowledge property dimensions with the strongest relative performance effect. This is one of the first survey studies to cover both the performance of the transfer itself and after reaching steady state of manufacturing transfers. Several strands of further research were therefore identified.

The purpose is to explore the potential of increased supply chain performance by improved information sharing between suppliers and contractors in the construction project. Four suppliers are studied, representing different combinations of supplying materials with few or continuous deliveries during the project. The study shows that, in order to improve performance, suppliers need different information sharing practices depending on if they continuously present at site or have few deliveries. Based on this and information sharing literature, we have developed a framework of information sharing practice differentiating what suppliers need, including how and when to exchange it.

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.