| 1. |
- Mohammadi, Mohammad
(författare)
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Risk Management in Tunneling Projects : Estimation and Planning
- 2024
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Cost overruns and schedule delays are frequently observed occurrences in the construction of transport infrastructure projects. Such phenomena lead to the mismanagement of significant amounts of both public and private resources.An examination of the literature reveals that uncertainty stands out as one of the potential primary causes of cost overruns and schedule delays. To address the impact of uncertainty on time and cost estimations in transport infrastructure projects, probabilistic approaches can be employed. In this doctoral thesis, first a conceptual risk model has been formulated specifically for the purpose of enhancing time and cost estimations in tunneling projects. This risk model serves as a tool to scrutinize and contrast existing probabilistic time and cost estimation models for tunnel projects, aiming to identify potential areas for improvement. Furthermore, the conceptual model is utilized to delve into the factors influencing the accuracy of subjective assessments regarding the input parameters in time estimation models. It also explores methods for incorporating the role of tunneling phases into the subjective assessment of these input parameters.Then, enhancements and updates are introduced to the existingKTH model for time and cost estimation in tunneling projects. This model primarily targets three main sources of uncertainty: variability in construction performance, geological uncertainties, and the potential incidence of disruptive events. The analysis and improvements related to modelling of construction performance involve three sequential steps. In the first step, the construction process is modeled using the work breakdown structure (WBS), enabling a more realistic assessment of tunneling time. Subsequently, in the second step, PERT distributions are employed to model the uncertainty in the duration of unit activities, compared to the commonly used triangular distributions. The third step involves a detailed examination of a real tunnelling project's data to identify components contributing to construction performance variability for unit activities. This analysis pinpoints three main components: typical performance variability, minor performance delays, and minor machinery delays. These components are integrated into the KTH model, resulting in its further update concerning construction performance variability. A novel approach is introduced into the KTH model by leveraging the Metropolis-Hastings (MH) algorithm within the framework of Markov Chain Monte Carlo (MCMC) simulation to address geological uncertainties along the tunnel route. This method facilitates round-by-round simulation of the tunneling process and allows the model to accommodate uncertainty in the critical path for tunneling projects involving multiple headings. These enhancements aim to improve decision-making processes and mitigate risks associated with schedule delays and cost overruns. Additionally, the magnitude of disruptive events are now modeled as stochastic variables, an improvement on the original version of the KTH model.
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| 2. |
- Rosander, Lilly
(författare)
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Adhocracy in the Bureaucracy : Practices of implementing collaborative contracting in infrastructure client organizations
- 2024
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- The building of infrastructure is a capital and resource-demanding activity, generally carried out in large interorganizational projects. Most infrastructure clients are public entities, implying that contracting processes are governed by public procurement regulations. Many infrastructure projects have high requirements for sustainability, both regarding impact on the local environment and the climate footprint. In addition to this, the construction often takes place in urban areas. To manage this complexity and uncertainty it has, over the past decades, become more common for public clients to apply procurement strategies that aim at fostering a good collaboration and integrate processes between client and contractor. Despite examples of advantages with such collaborative contracting the results vary and the institutionalization of collaborative contracting practices has proven difficult. Additionally, concepts and models vary between contexts and are hard to compare. How clients develop their procurement strategies and project practices, therefore, merits close attention. When the public sector uses procurement as tools to achieve their strategic goals, it is reasonable to analyze such decisions and processes as cases of policy implementation. Still, however, a large part of existing research on procurement of collaborative contracting focuses on a single project. By directing focus toward the organization as a whole, and on the implementation process of procurement strategies in several projects over time, the thesis aims to increase the understanding of how new organizational practices develop at different levels in public project-based organizations.The empirical foundation of the thesis is a longitudinal case study that follows the implementation of a new procurement strategy in the Swedish Transport Administration over seven years. The material includes data from seven projects that all used a two-stage Early Contractor Involvement model (called High collaboration). The case also includes material from the permanent organization, mainly in the Purchasing department. The five papers in the thesis analyze the implementation process from several perspectives, with specific attention to the characteristics of the organization as both public and project-based and how these features influence routines, legitimacy, learning and collaboration at different levels. The study adopts a practice perspective where interviews and observations focus on the actions and experiences of the individuals in the study. The result shows that there is a strong project autonomy, which is reinforced both by the project-based structure and by the public character of the client organization. Subsequently, there are few overarching structures at the central level to develop routines and procurement strategies in collaboration with the projects and suppliers. Thus, project managers have had a great influence on the finalization of project-specific procurement models and experiences has principally been shared between individuals, resulting in large variations between projects and limited organizational learning. Nonetheless, decisions in the permanent organization still influence the conditions at the operational project level, by dedicating resources and focusing attention on the topmanagement priorities. At the central level, collaborative contracting, as a concept has had varying legitimacy over time, and the initial problems in some of the seven projects gained considerable strategic importance by reinforcing such pendulum movements. Legitimacy seeking at higher organizational levels has also contributed to a variation in concepts and models, further complicating structured learning in the field of collaborative contracting.The thesis contributes to the construction management literature by providing deeper insights into why procurement models and collaborative practices vary between projects. Furthermore, the results contribute to project studies by expanding the understanding of how the specific character of public project-based client organizations impacts on learning processes for collaborative contracting. Finally, the thesis is relevant for public procurement research, as well as for practitioners in infrastructure and public procurement, since it provides novel insights into how the project-based nature of anorganization affects implementation and procurement processes.
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| 3. |
- Eriksson, Per-Erik, et al.
(författare)
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Collaborative Procurement Strategies for Infrastructure Projects : A Multiple Case Study
- 2019
-
Ingår i: Proceedings of the Institution of Civil Engineers. - : Institution of Civil Engineers (ICE). - 1751-4304 .- 1751-4312. ; 172:5, s. 197-205
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Tidskriftsartikel (refereegranskat)abstract
- With the announcement to tender a project, several strategic decisions are made that have significant impact on the innovation and efficiency potential of a project. The purpose of this study is to investigate and compare how different types of integrative and collaborative procurement strategies may enhance the opportunities for improved efficiency and innovation in infrastructure projects. Hence, it contributes to the scientific debate on buyer-supplier relationships in relation to project performance. Furthermore, it guides public client organizations in steering explicitly for integration and innovation in their projects. Interview-based case studies of ten public infrastructure projects procured based on four different types of collaborative procurement strategies in Sweden and the Netherlands were conducted. The findings indicate that the duration of the collaboration is fundamental in setting the limits for innovation, and that early involvement as well as long-term commitments in maintenance open up for more innovation. Naturally, the potential for increased efficiency is higher than for innovation, and also occurs in collaborations with limited duration. The findings confirm the importance of a learning perspective on procurement strategies for public client organizations and show the importance of explicit considerations on incentives and project governance issues in the front-end phase of a project.
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| 4. |
- Gluch, Pernilla, 1968, et al.
(författare)
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Orchestrating Multi-Actor Collaborative Innovation Across Organizational Boundaries
- 2019
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Ingår i: <em>10th Nordic Conference on Construction Economics and Organization, <em>Emerald Reach Proceedings Series, Volume 2</em></em>. - : Emerald Group Publishing Limited. ; , s. 371-379, s. 371-379
-
Konferensbidrag (refereegranskat)abstract
- PurposeThe aim of this research is to increase the understanding of how strategic and long-term innovation efforts can be organised, operated and co-created within a project-based organisational setting.Design/Methodology/ApproachA case study with a qualitative approach was chosen, showing a critical case with powerful examples rather than representative samples, to draw conclusions from. The analysis builds on the concept of absorptive capacity, which provides a multidimensional perspective on innovation activities in organisations.FindingsThe difficulties in orchestrating an interplay between innovation processes and the construction process in itself is presented. The study identifies effects from introducing new “innovation roles” as well as comprehending implications of collaborative contract forms for innovation.Research Limitations/ImplicationsBased on a single case study, and being an in-depth empirical study, a rich description of innovation processes is provided which contributes to generalisation on processes rather than outcomes. The use of the absorptive capacity construct also contributes to a theoretically informed research on innovation in construction.Practical ImplicationsThe study provides valuable insights regarding how to conduct collaborative innovation in within the frame of construction projects.Originality/ValueThe study of a novel organisational setup, where multiple innovation processes is integrated in a construction project with a partnering contract, provides an understanding on how a construction client can manage the interplay between innovation processes and the construction process in itself. Furthermore, flows of knowledge and effects from introducing new innovation roles are unfolded.
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| 5. |
- Gustafsson, Christina, 1952-, et al.
(författare)
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Innovationsekosystem för digitalisering i fastighetssektorn – en fallstudie : Delrapport i projektet ”Digital adoption och värdeskapande i fastighetsförvaltning – ett systemperspektiv”
- 2021
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- I den här studien har vi kartlagt några av de viktigaste nätverken inom digitalisering med koppling till fastighetsförvaltning, både nyare samarbeten och sådana som har funnits länge. Vi har undersökt aktörer, drivkrafter, syften, arbetsformer och finansiering. Andra frågor rör utmaningar, utveckling över tid och hur nätverken relaterar till varandra. Studien baseras på forskning om innovationsekosystem och innovation i samverkan. Syftet har varit att undersöka vilken betydelse sådan samverkan kan ha för utvecklingen inom digitalisering inom fastighetsförvaltning samt att skapa kunskap om framgångsfaktorer och hinder för en effektiv samverkan.Slutsatserna av studien är:Varför man samverkar· Samverkan är viktigt i en sektor där utvecklingsresurserna inom företagen är små, särskilt inom ett område som digitalisering där utvecklingen går fort och den interna kunskapen är låg. Utöver att dela på resurser och risker deltar företag i ekosystem för att kunna erbjuda anställda kunskap och kontakter inom digitalisering och för att det ger synlighet åt företaget. Nätverk kan startas på basis av personliga relationer och individer som bidrar med sin tid. Men för att skriva avtal och ta in externa medel behövs en juridisk person, och ofta startas en förening. Vilka som deltar·Många av de ekosystem som vi har studerat består enbart eller huvudsakligen av fastighetsägare, alltså inte typiskt av aktörer med olika kompetenser som ekosystem beskrivs i litteraturen. Detta kan bero på att syftet med samarbetet ofta är att påverka andra aktörer, framför allt leverantörer, genom att samla flera beställare bakom krav på standarder eller öppna filformat. Det är också främst ägare av lokaler och samhällsfastigheter som deltar, eftersom de upplever fördelar av digitalisering. Företag med större intern egen kompetens har lättare att dra nytta av sin medverkan.· Fastighetsägare har ingen stark tradition av samverkan i utvecklingsarbete. Att etablera nätverk med andra fastighetsägare som inte upplevs som konkurrenter kan då vara ett första steg. Steget till att samverka med systemleverantörer är större, men eftersom leverantörerna står för viktig kunskap och behöver integreras i utvecklingsarbetet för att realisera potentialen med digitalisering har även de börjat involveras. Det förefaller dock finnas vissa barriärer mellan nätverk för digitalisering med bas i byggandet och nätverk med bas i fastighetsförvaltning.Organisation, ledning och finansiering - Den långsiktiga finansieringen är osäker för flera av ekosystemen. En hög andel extern projektfinansiering gör det svårt att planera strategiskt. Även initiativ som finansieras helt och hållet av aktörernas interna resurser tenderar att förknippas med osäkerhet, då på grund av att man blir beroende av enskilda individers engagemang. · Det finns en trend att ekosystemen inom digitalisering fokuserar mer på implementering och nyttiggörande och mindre på teknikutveckling. Medverkan i nätverk blir då mer av en företagsledningsfråga och mindre grundat i individuella experters intressen och drivkrafter, även om dessa drivkrafter också kan samverka. Detta innebär att förväntningarna ökar på att nätverken ska leverera värde. Att koordinera ett ekosystem är en kompetens i sig och vi ser en ökad mognad och professionalisering. Ett kansli och långsiktig resursbas är en stor fördel, särskilt om en stor andel av medlemmarna inte har stark egen kompetens inom digitalisering och har svårt att själva se vilka behov och möjligheter de har.Ekosystemet på branschnivå· Det är viktigt att även förstå de enskilda ekosystemen i relation till det större ekosystemet på branschnivå. Här finns olika typer av aktörer med olika syften och olika livslängd. Det ska finnas en viss förnyelse både i det större ekosystemet och i enskilda ekosystem, så att det finns ett inflöde av nya aktörer med nya typer av resurser. Men det kan också vara effektivt att minska fragmentiseringen genom sammanslagningar för att öka den kritiska massan och möjliggöra mer effektiv administration och kommunikation. Nya ekosystem kan tillkomma till följd av projektfinansiering, men de bygger ofta på existerande relationer mellan långsiktiga aktörer. De existerande ekosystemen hanterar konkurrensen genom att bli medlemmar i de nya sammanhangen. Långsiktiga, större och väl kända aktörer och ekosystem är avgörande för att säkra kontinuitet i utvecklingen och lotsa nya aktörer rätt i systemet. · Stöd till forskningsprojekt och innovationsekosystem behöver baseras på en kunskap om förhållanden på systemnivå. Framför allt är det viktigt med en balans mellan projektbaserad finansiering och ett ändamålsenligt långsiktigt stöd. Detta förutsätter att det finns en förståelse på nationell nivå av vilka roller som olika typer av aktörer har i ett övergripande ekosystem och av vilka luckor som kan behöva fyllas av statliga stödstrukturer.
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| 6. |
- Kadefors, Anna, Professor, 1962-, et al.
(författare)
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Byggherredriven innovation : en guide till förbättrad innovationsförmåga
- 2022
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Rapport (populärvet., debatt m.m.)abstract
- Om man som byggherre vill arbeta med att utveckla sin innovationsförmåga, hur ska man då göra? Byggherre- och fastighetsbranschen har ryktet om sig att vara trögrörlig och att utveckling går långsamt. Det är svårt att ändra arbetssätt i en bransch som har så många aktörer och där beslutsfattande är så decentraliserat. Innovationsverksamheten tenderar att bli eldsjälsdriven, spretig och svårstyrd. Denna guide ska hjälpa individer, organisationer och branschen som helhet till att stärka sin förmåga att driva förändringsarbete. Guiden pekar på vikten av helhetssyn, långsiktighet och uthållighet. Viktiga delar är rutiner för omvärldsanalys och prioritering, ledningsstöd, finansiering och kunskap för att driva kreativa och gränsöverskridande processer, samt struktur för att utvärdera testprojekt och sprida resultat. Eftersom den riktar sig lika mycket till ledningen, mellannivån och projektnivån kan guiden också fungera för att skapa en gemensam kunskapsbas i organisationen. På så sätt läggs en grund för en mer fokuserad och robust utvecklingsprocess.
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| 7. |
- Kadefors, Anna, Professor, 1962-, et al.
(författare)
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Innovation processes and dissemination of research-based knowledge in Swedish rock engineering : Experiences in the trust geoinfra project
- 2019
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Innovation in the project-based construction industry is generally perceived to be complex and poorly understood on a system level. This report describes and discusses the innovation system in Swedish underground construction based on a study of knowledge dissemination and implementation in relation to the large collaborative R&D program TRUST, Transparent Underground Structures.The study is primarily based on interviews performed with representatives of clients, contractors, consultants, researchers and funding bodies within the TRUST program. There are two main focus areas: the innovation system level and the TRUST project. The innovation system level describes drivers, organization and processes for engaging in R&D and implementing results within the Swedish Transport Administration (STA), contractor companies and consultancy firms, but also interviewee opinions about the innovation culture in Swedish rock engineering and construction more generally. The section covering the TRUST project describes the background, performance and experiences from the TRUST collaboration as well as innovation processes within some of the sub-projects.Underground construction is a part of the construction sector where comparatively much research is carried out and university-industry collaboration is lively. Still, our results confirm many of the observations made by previous researchers on innovation in construction in general: the small resources within companies devoted to research and innovation, the importance of champions at the project level and the difficulties to disseminate knowledge and implement company level initiatives. The contractor interviews illustrate how sensitive their innovation processes are to chance factors such as timing of new relevant business projects and the experiences and knowledge of the individuals that happen to be assigned to a specific project. In this respect, the client is more in control. However, the interviewed client representatives from STA express the same kind of difficulties in driving innovation more strategically on the organizational level and convince their project managers to open up for R&D tests and new knowledge in their business projects.Previous research has also shown that there are many drivers for firms to engage in R&D collaborations with public funding. R&D collaboration provides access to knowledge networks by enabling participation in reference groups and communities. Important such networks in Swedish underground construction were BeFo and SBUF. Another driver for R&D collaboration was to support M Sc and PhD education for future recruitment. Thus, the individuals themselves were often the most important research output. Implementation of results was not a primary motivation although a more strategic approach was emerging among both public organizations and private companies, who put more emphasis than they used to on application in practice of research results. One consultancy company was especially active in developing their R&D strategy to support a business model based on premium services. In general, however, knowledge development for underground construction was still mainly driven by individual specialists based on their contacts in business projects. Organizations had developed centrally defined R&D strategies, but these did not deal explicitly with technical disciplines but tended to focus on general goals such as sustainability, or on participation in high profile research collaborations.Most specialists within academia as well as industry were involved in several networks and perceived these to provide useful interaction platforms. Research funding was governed by BeFo and SBUF, and these peer networks thus strongly influenced research strategy on a national level. The number of PhDs in industry had increased over the last years, and important informal networks developed over time between these individuals and their former university departments. Such relationships formed the basis for gaining research funding, which is often dependent on industry co-funding.When establishing TRUST, the assumption was that a large coordinated R&D project would be better for communicating with industry and implementing results than several smaller projects. However, it turned out to be more or less the other way around. The existing system could handle innovation in construction projects, but not innovation on the organizational level. This became apparent when trying to find a joint test site. In smaller research projects, access to business projects is provided by individuals on the client or supplier side, often with an R&D background, who use their personal contacts to provide access to researcher to perform measurements in ongoing construction projects. This often requires that site work is going well and that measurements are found not to cause too much disturbance. Large programs for site measurements involving numerous actors, such as TRUST, call for planning and upfront commitment. The failure to arrange fieldwork in TRUST illustrate the difficulties to take the step from a bottom up, ad-hoc, individual based regime to an organizational strategy with national level anchoring and implications. Thus, the TRUST program appeared to be an ideal partner for the Swedish Transport Administration, but in practice the size of the project turned out to be a major disadvantage.In general, the internal innovation capabilities of companies and client authorities need to be developed in order for organizations to benefit from the collaborative research programs and act upon the knowledge developed. One aspect is that measures should be taken to more explicitly involve business project managers in both R&D and implementation. Innovation capability development is needed especially on the client side, since long term strategies in supplier organizations will not develop if the strategies of the dominant clients is not clear. However, assuming that the geo area in general is largely an open innovation environment, it also seems useful to explore if different actors could perform complementary activities in an industry innovation system. For example, specialist networks both within organizations and on the industry level may be more formally mobilized in external monitoring, strategy development and evaluation. In the future, top management, technically oriented specialists and researchers need to develop a joint understanding of how the innovation system works, including the regulatory and contractual environment.There is also a need to invest also in research that is relatively far from application. Thus, evaluation processes and output measurement systems should be adapted to how close to implementation the research project is and also assess the need to build capabilities on the receiver side.
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| 8. |
- Kadefors, Anna, Professor, 1962-
(författare)
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Pratar du inköpingska eller projektledningska?
- 2018
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Ingår i: Klokare upphandling. - Karlstad : Karlstads universitet. - 9789170638831 - 9789170639784 ; , s. 8-9
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Bokkapitel (populärvet., debatt m.m.)
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| 9. |
- Kadefors, Anna, Professor, 1962-, et al.
(författare)
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Procurement Requirements for Carbon Reduction in Infrastructure Construction Projects : An International Case Study
- 2019
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Executive SummaryIntroductionFollowing alarming reports from the IPCC, climate change has engaged policymakers world-wide to chart policies at different administrative levels to mitigate increasing greenhouse gas emissions. The construction sector causes a substantial part of all greenhouse gas emissions, primarily carbon dioxide. Traditionally in this sector, the focus of carbon reduction measures has been on improving the energy efficiency of buildings. Further, various sustainability assessment schemes (BREEAM, LEED, Green Star, etc.) have been developed to assess sustainability performance. More recently, awareness has increased of the considerable greenhouse gas emissions arising from the manufacturing of construction materials and components, and also from construction processes and transport. Consequently, the infrastructure construction sector is now considered as a major source of greenhouse gases. In the UK, The Infrastructure Carbon Review has estimated that the construction, maintenance and operations of infrastructure assets account for 16% of the nation’s total carbon dioxide emissions. It is widely acknowledged that these emissions need to be significantly reduced if the international and national reduction targets are to be met.About the projectThis research project has investigated the institutional and organisational contexts, policies, procurement requirements and implementation strategies used to drive greenhouse gas reduction in large infrastructure projects in five countries world-wide: Australia, The Netherlands, Sweden, the UK and the US (see below for an overview of case study projects). The study is based on interviews with key partners on the client side and in the supply chain of each project. To provide a contextual understanding of the strategies used in these projects, we further include descriptions of the policy background that underlies current strategies and ambitions. Thus, the project traces the pathway from political and organisational goals to actual realisation in projects.Overview of case studies in the Impres projectCountryImpres case studiesAustraliaSydney Metro NorthwestNewcastle Light RailThe NetherlandsMotorway A6 AlmereSwedenResults from the Swedish Transport Administration research project Control Station 2018 - an evaluation of carbon procurement requirements in Swedish infrastructure projects.UKHigh Speed 2Anglian Water (Grafham WTW Resilience and Dalton Piercy WTW) USACalifornia High-Speed RailSFO AirTrain Extension The title of this research project is Implementation of procurement requirements for sustainable collaboration in infrastructure projects, also referred to as Impres. The project is a collaboration between the engineering consultancy firm WSP, the KTH Royal Institute of Technology in Stockholm, Lund University and the construction company Skanska. The project is co-financed by Construction Climate Challenge (CCC), a sustainability research fund and network initiated by Volvo Construction Equipment, and the Swedish Research Council Formas. The latter funding comes through a grant for the Strong Research Environment ProcSIBE, Procurement for Sustainable Innovation in the Built Environment[1].We expect that results from this research project will be useful for decision-makers on the client side that are in charge of developing policies, procurement strategies and procurement requirements to reduce carbon emissions in the construction sector. Further, client and contractor project managers, environmental specialists and procurement staff responsible for implementing policies will be interested in experiences gained in similar initiatives in other countries. In parallel with this report, scientific articles are being developed by the authors to analyse and discuss the results described in this report more thoroughly in relation to other studies and to theory.ConclusionsIn all countries studied, there is an ongoing process to develop and implement policies for carbon reduction in infrastructure projects, with raised ambitions over time. In some cases, the development has initially been driven by a few dedicated individuals, but today there are frameworks and executive mandates in place that would make it hard to avoid carbon reduction commitments. National and regional reduction policies were found to be important in encouraging clients to develop ambitious carbon requirements that can contribute to setting new industry standards.Carbon reduction measures such as optimisation of constructions, minimised transport, reuse of excavated material and cement clinker replacement are applied in the studied cases. However, most of these measures are also cost efficient and would – or should – have been undertaken in a normal design and construction optimisation process. The positive side of this is that considerable carbon reductions may be achieved within existing budgets, and in most cases will even reduce cost, and that an increased focus on carbon may contribute to finding more such options. However, it also raises the question of what constitutes a relevant reference case, or baseline. Further, to meet the target levels of the Paris agreement, costly measures will also be needed, and this research identified only a few examples of such policies being implemented. Goals for carbon reduction are still new to many in the sector, and both clients and industry partners need time to adjust and develop new competencies. In countries with a longer history of carbon management, procurement strategies and requirements have advanced through continuous interaction between clients and industry actors over longer periods of time. Clients are wary of introducing requirements that may limit competition, and requirements to comply with rating schemes or to supply EPDs have been introduced successively to match the development of industry capacity. Award (MEAT) criteria related to carbon are used, but more often to increase awareness of carbon reduction rather than as a substantive basis for selection. Front-runner contractors and material suppliers were found to play important roles in reducing obstacles to innovation-oriented procurement. Moreover, the development of procurement requirements has been aligned with information and training initiatives, tool kits and guidelines to support low-carbon design and the calculation of emissions. In general, client environmental specialists have taken an active part in supporting the implementation of requirements in supply chains.Procurement requirements are considered important in driving carbon reductions in all countries, but the preferred style of these requirements vary. This diversity was partly related to general carbon management maturity and partly to general contracting practice and policy culture in the country or region. All countries used some form of contract-level reduction requirements, in most cases set in relation to a carbon emissions baseline. Overall, reduction requirements are perceived to encourage innovation, but our results show that such requirements were often more complex than foreseen and associated with administrative costs. First, to produce change and avoid speculation it is important to set requirements and incentives at the right level, which requires awareness on the client side of both the supplier’s competence and of the opportunities for carbon reduction in the specific project. Also, sharp requirements call for equally sharp and transparent performance evaluation. Moreover, much time was spent on calculation and re-calculation of baselines which could detract from measures for actual reduction of carbon emissions. In effect, time constraints in the projects limited the opportunities to involve subcontractors and material suppliers, which meant that all possible reductions were not realised. We conclude that expectations for substantial and innovative carbon reductions through functional reduction requirements may be too high. To influence sub-contractors and suppliers directly, several clients use specific requirements.Collaborative contracting models are a flexible option to encourage innovation and integrate knowledge of different participants. Many interviewees state the importance of breaking silo-thinking and integrating the supply chain in order to reach greater carbon reductions. Also, long-term alliances allow for continuous learning and more transformational innovation, including incentivising contractors to find ways of fulfilling client goals while building less. However, it should be emphasised that strong client leadership and commitment are essential both to legitimise collaborative contracting models and to achieve more fundamental behavioural change within collaborative projects and alliance schemes.Clients in mega-projects perceive an obligation to conform to national policy goals and may also have ambitions to be industry-level change agents. Since such projects have vast budgets, last for long periods of time and engage highly competent firms and individuals, they are often expected to show high performance in the area of innovation. However, mega-projects have many goals to fulfil, are technically and organisationally complex and associated with high risks. Therefore, time and willingness to develop new ways of working or implement new technology may be lacking. Further, even large projects may not be long enough to encompass processes to develop, test and approve new solutions. Thus, to support more efficient innovation processes in the industry, a long-term system perspective is needed. Interviewees suggested using smaller pilot projects for quicker testing of new materials, tools and technologies and, once proven, use procurement requirements in large projects to implement these more widely in the market.Overall, the study shows that the applicability of procurement requirements for carbon reduction is dependent on how well these requirements are aligned
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| 10. |
- Kadefors, Anna, Professor, 1962-, et al.
(författare)
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Public procurement for carbon reduction in infrastructure projects : an international overview
- 2019
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Ingår i: Proceedings SBE19 Graz Sustainable Built Environment Conference 2019. - : IOP Publishing. - 9783851256840
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Konferensbidrag (refereegranskat)abstract
- Carbon emissions emanating from infrastructure construction projects are substantial and stem primarily from production of construction materials and use of energy for construction transport and site activities. In recent years, public infrastructure clients world-wide have begun to include carbon reduction goals in their procurement requirements. This is however a new and complex field where practices vary and are still developing. In this paper, we compare models for carbon reduction requirements in infrastructure construction projects based on case studies of large projects in Australia, USA, the Netherlands, Sweden and UK. We found that open, functional carbon reduction requirements were considered innovative but entailed costs for calculating baselines and risks for speculation. Also, high time pressure in projects limits contractors' opportunities to explore reduction opportunities. Thus, specific, prescriptive requirements may play an important role in client-led, long-term innovation processes. Organizational competence and resources on the buyer side are essential, and policies for carbon reduction should aim to increase client capacity. Further, procurement practices are developed in mutual interaction between clients and suppliers over longer periods of time, which limits possibilities to transfer procurement policies and requirements between contexts.
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| 11. |
- Kadefors, Anna, Professor, 1962-, et al.
(författare)
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Relational contracting in Nordic construction – a comparative longitudinal account of institutional field developments
- 2024
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Ingår i: International Journal of Managing Projects in Business. - : Emerald Publishing. - 1753-8378 .- 1753-8386. ; 17:8, s. 22-46
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Tidskriftsartikel (refereegranskat)abstract
- Purpose: Relational contracting is increasingly being applied to complex and uncertain construction projects. However, it has proved hard to achieve stable performance and industry-level learning in this field. This paper employs an institutional perspective to analyze how legitimacy for relational contracting has been produced and challenged in Denmark, Finland, Norway and Sweden, including implications for dissemination and learning. Design/methodology/approach: A collaborative case study design is used, where longitudinal accounts of the developments in relational contracting over more than 25 years in four Nordic countries were developed by scholars based in each country. The descriptions are underpinned by literature sources from research, practice and policy. Findings: The countries share similar problem perceptions that have triggered the de-institutionalization of traditional contracting practices. Models and policies developed elsewhere are important sources of knowledge and legitimacy. Most countries have seen pendulum movements, where dissemination of relational contracting is followed by backlashes when projects fail to meet projected outcomes. Before long, however, relational contracting tends to re-emerge under new labels and in slightly new forms. Such a proliferation of concepts presents further obstacles to learning. Successful institutionalization is found to rely on realistic goals in combination with broad competence development at the organizational and industry levels. Practical implications: In seeking inspiration from other countries, policymakers should go beyond contract models to also consider strategies to manage industry-level learning. Originality/value: The paper provides a unique longitudinal cross-country perspective on the field of relational contracting. As such, it contributes to the small stream of literature on long-term institutional change in the construction sector.
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| 12. |
- Kadefors, Anna, Professor, 1962-, et al.
(författare)
-
Samverkan Hög inom väg- och järnvägsunderhåll : Uppföljning av tidiga skeden i tre pilotkontrakt
- 2023
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- BakgrundAffärsformerna för drifts- och underhållskontrakt har varit föremål för diskussion av flera olika anledningar de senaste åren. Dels har entreprenörerna påtalat att osäkerheten i uppdragens innehåll är för stor för att de traditionella mängdkontrakten, upphandlade på lägsta pris, ska fungera bra. Man menar att sådana kontrakt medför stora risker för företagen och även påverkar arbetsmiljön och förutsättningarna att rekrytera personal till branschen negativt. Entreprenörerna har därför efterlyst kontrakt med mindre risk och bättre samverkan. En annan aspekt är att Trafikverkets egna kontraktsanalyser och Riksrevisionens granskningar har pekat på att taktiserad prissättning (obalanserad budgivning) i traditionella driftkontrakt medför att Trafikverket har bristande kunskap om kostnadsbilden och även kan leda till ineffektiv användning av statliga resurser.Trafikverket har sedan några år börjat testa samverkansinriktade upphandlingsstrategier (Samverkan Hög) i större investeringsprojekt inom verksamhetsområdena Stora projekt och Investering. Utifrån dessa erfarenheter och kritiken mot de traditionella kontrakten beslöt Trafikverket att även utveckla en kontraktsmodell för Samverkan Hög för baskontrakt för väg- och järnvägsunderhåll. Den nya kontraktsmodellen innebär att entreprenören upphandlas i ett tidigt skede, baserat på kvalitetsparametrar samt entreprenörarvodet. Kontraktet delas in i två faser, där Fas 1 utgörs av en process där entreprenören och beställaren gemensamt tar fram genomförandeplan, produktionskalkyl, detaljerad tidplan och riktkostnad. I Fas 2, som är en option, ingår sedan etablering (Fas 2a) och utförande av basunderhåll (Fas 2b). Våren 2020 upphandlade Trafikverket tre pilotkontrakt med kontraktsmodellen Samverkan Hög inom drift och underhåll: två vägkontrakt och ett järnvägskontrakt.Under hösten 2021 initierades ett nytt forskningsprojekt i samarbete mellan Trafikverket och forskare knutna till det nationella forskarnätverket ProcSIBE ((Procurement for Sustainable Innovation in the Built Environment[1]) för att följa upp och utvärdera kontraktsmodellen Samverkan Hög inom basunderhåll för väg och järnväg. Hela forskningsprojektet omfattar tre delstudier av anbudsskedet, Fas 1 samt Fas 2. Den här rapporten behandlar Fas 1 i de tre pilotkontrakten. De två vägkontrakten har följts upp genom intervjuer med Trafikverket och entreprenörerna. Forskningsprojektet kommer att fortsätta med att följa upp utvecklingen under Fas 2 och även jämföra med två traditionellt upphandlade kontrakt. Järnvägskontraktet avbröts efter Fas 1 och uppföljningen av detta baseras på medverkan i tre workshops som organiserades av Trafikverket efter avbrottet.ResultatIntervjuerna visar på ett stort stöd bland de intervjuade, även på järnvägssidan, för att arbeta mer samverkansinriktat. De fördelar som framhålls har att göra med ökad resurseffektivitet och innovation, bättre arbetsmiljö som ökar branschens attraktivitet, samt att lägre risk gör det lättare för nya aktörer att etablera sig på marknaden. Sammanfattningsvis visar erfarenheterna på en betydande potential i den modell som har testats, men det är också tydligt att det behövs ytterligare utveckling och justeringar, liksom kompetensutveckling och ett mer långsiktigt utvecklingsarbete.Några centrala resultat och rekommendationer sammanfattas nedan[2]:· För att lyckas i ett samverkanskontrakt är det avgörande att ledande personer på båda sidor är erfarna i sina roller, tror på samverkan, har skaffat sig en förståelse av både kontrakt och etablerade principer för samverkan, och inte underskattar uppgiftens komplexitet. Båda kontraktsparterna behöver därför ha funktioner som kan förbereda personalen, följa upp samverkan och flytta personer som inte fungerar. Detta är en organisatorisk kompetens som även kan bedömas vid utvärdering av anbud.· För Trafikverket har insynen i entreprenörernas kostnadskalkyler inneburit en ökad förståelse av hur förfrågningsunderlagen för driftkontrakt ska vara konstruerade för att vara lätta för entreprenörerna att prissätta och minska onödiga riskpåslag. Man har också kunnat konstatera att Trafikverkets egenkalkyler stämmer relativt bra. Arbetet med att ta fram självkostnader för olika poster tog dock betydligt mer tid och kraft än vad man hade förväntat sig. Utifrån den kunskap man nu har fått skulle Trafikverket och entreprenörsidan kunna gå vidare och gemensamt identifiera principer för prissättning och områden där det kan vara bättre att använda schabloner. Kostnadsindexering, viten och bonusar behöver också ses över på basis av de erfarenheter som gjorts i pilotkontrakten.· Det finns goda möjligheter för utveckling och innovation i Samverkan Högkontrakten. En viktig lärdom är att förutsättningarna för att driva utvecklingsarbete i driftkontrakt snarast är bättre i Fas 2, då hela organisationen och alla underentreprenörer är på plats. Detta är en skillnad mot investeringsprojekt, där Fas 1 uppfattas vara mest central. Medarbetarna på projektnivån upplever dock att Trafikverkets ambitioner har varit otydliga, framför allt när det gäller vilken frihet pilotkontrakten haft att utmana regelverken. Inför Fas 2 och kommande kontrakt behöver Trafikverket förtydliga vilka frihetsgrader som finns, samt aktivt stödja nytänkande även under Fas 2.· De flesta av de intervjuade ser betydande fördelar med samverkan med Samverkan Hög och menar att kommande projekt kan ha stor nytta av de lärdomar som gjorts. Trafikverksrepresentanterna upplever dock att det interna stödet för pilotkontrakten har minskat över tid och att syftet att driva utveckling har ersatts av ett ensidigt fokus på kostnadsutvecklingen på kort sikt. Man ser ingen tydlig plan för hur erfarenheterna ska föras vidare och upplever att rutiner och funktioner för att stödja sådant lärande till stor del saknas.· För att investera i ny kunskap och anpassa sina strategier behöver entreprenörerna se en tydlig riktning, men även de intervjuade entreprenörrepresentanterna uppfattar Trafikverkets långsiktiga målsättningar för Samverkan Hög och andra samverkansmodeller inom driftverksamheten som oklara. Flera intervjuade från både Trafikverket och entreprenörerna lyfter risken att förlora tid och missa chansen att vara på erfarenheterna från de tre kontrakten.· En slutsats är att Trafikverket bör överväga att snarast starta ytterligare några pilotkontrakt där konceptet utvecklas baserat på lärdomarna från pilotkontrakten. Det är också viktigt att ta fram en plan för fortsättningen baserat på de resultat som kommer fram. ProcSIBEs tidigare studier har visat att Trafikverket har svårt att uppnå tillräcklig uthållighet och systematik det förändringsarbete man driver kopplat till kontraktsmodeller. För att stärka kan Trafikverket kommunicera strategier och planer brett samt involvera andra beställare, branschrepresentanter och forskning i utveckling och uppföljning. Detta skulle öka trycket på Trafikverket att hålla fast vid intentioner och överenskommelser, bygga förtroende samt tillföra fler kunskaper och perspektiv. [1] ProcSIBE (på svenska: Upphandling för ett hållbart och innovativt samhällsbyggande) har under flera år studerat och utvärderat ett flertal modeller som Trafikverket har tillämpat för upphandling av olika typer av uppdrag. Se www.procsibe.se för mer information och rapporter från tidigare studier. [2] Fler slutsatser och rekommendationer återfinns i kapitel 8 i rapporten.
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| 13. |
- Kadefors, Anna, Professor, 1962-, et al.
(författare)
-
University-industry collaboration and innovation in a project-based engineering context
- 2017
-
Konferensbidrag (refereegranskat)abstract
- The construction industry plays a key role in society but innovation in this project-based context is perceived as slow and poorly understood. Interorganizational collaboration is important in both business projects and R&D. Based on a study of a large collaborative R&D programme to develop knowledge and new engineering methods for Swedish underground construction, we discuss and analyse the innovation system in this area with a focus on implementation of research-based knowledge. To sketch the institutional context, we summarize key findings in research on innovation in construction. Innovation in this sector is project-based and dependent on individual champions, and the large underground research program exposed system weaknesses originating in a lack of organizational absorptive capacity especially within the dominant client organization. An important finding is that absorptive capacities within organizations shape system level innovation capabilities and potential roles of industry network. It is therefore essential to understand the actor level in suggesting measures to increase implementation. The paper develops knowledge to support collaborative strategy formulation in this complex area.
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| 14. |
- Karrbom Gustavsson, Tina, 1973-, et al.
(författare)
-
Procurement Research: Current State and Future Challenges in the Nordic Countries
- 2019
-
Ingår i: 10th Nordic Conference on Construction Economics and Organization (Emerald Reach Proceedings Series, Volume 2). - : Emerald Group Publishing Limited. ; , s. 195-204, s. 195-204
-
Konferensbidrag (refereegranskat)abstract
- PurposeThe purpose of the study is to map previous and current construction procurement research to further develop the research in the Nordic counties.Design/Methodology/ApproachMapping of previous and current research based on search in national database. The analysis is based on research perspectives, empirical contexts and research methods.FindingsThat the blind spots are partly overlapping, but that there is potential for knowledge transfer in some areas. There is also the potential for a Nordic research program on one or several of the blind spots.Research Limitations/ImplicationsThe study is limited to PhD and licentiate-thesis reports in Norway and Sweden. Further research should include the other Nordic countries and a more extensive literature review including journal articles to broaden the scope. Findings have implications on collaborative Nordic research initiatives, knowledge transfer and in a longer perspective on the level of procurement knowledge in industry and society.Practical ImplicationsFindings provide a base for future research collaborations, initiatives and applications.Originality/ValueFindings provide a comprehensive understanding of construction procurement research in the Nordic countries, starting with Norway and Sweden. This understanding is needed for developing research collaborations and applications.
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| 15. |
- Molén, Jessica, 1977-, et al.
(författare)
-
Integrating Facilities Management knowledge in municipal school building : Swedish case studies
- 2023
-
Konferensbidrag (refereegranskat)abstract
- Due to population growth and evolving demands for flexible premises, the design and construction of school facilities is currently a highly prioritized activity for many Swedish municipalities. However, previous research has found that facilities management (FM) knowledge is rarely integrated in the design of schools, resulting in construction deficiencies, high lifecycle costs and lower user functionality. The propensity to integrate FM knowledge in school projects varies greatly across Swedish municipalities, but the underlying factors shaping such organizational capabilities are less studied. In response, this study investigates how Swedish municipalities are currently organizing the integration of FM knowledge in the design phase of schools. The case study includes three municipalities of different sizes, where 18 interviews were performed with 22 representatives from users, operations and maintenance, construction project management, procurement and top management. To analyse the findings, a framework based on knowledge management was applied. The findings showed that FM knowledge is increasingly translated into codified processes and project planning standards and guidelines, but that personalized knowledge still plays an important role. Further, knowledge sharing in this field is complex and municipalities still face challenges despite improvement efforts. Thus, there is considerable potential to strengthen knowledge codification and sharing between municipalities and on the sector level. The study also points at the importance of studying knowledge governance at higher municipal levels, where many key organizational decisions are made.
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| 16. |
- Molén, Jessica, 1977-, et al.
(författare)
-
Integrating knowledge of building operation and use into Swedish municipal school planning
- 2020
-
Konferensbidrag (refereegranskat)abstract
- Due to population growth and aged existing facilities, many Swedish municipalities need to make substantial investments in school facilities over the coming years. Previous research has established that integrating knowledge of both users and building operations and maintenance (O&M) into project planning may significantly reduce lifecycle costs and improve user functionality. This study investigates how and to what extent knowledge related to use and operation of a facility is transferred to and integrated in design phases of municipal school building processes. Interviews were performed with representatives for the client/user, O&M, construction project management and procurement in three Swedish municipalities. The study found a trend towards codification, but also that knowledge transfer and sharing between departments and project organizations was difficult. The ability to bring in user and O&M knowledge in a systematic way was influenced by meta-level governance capabilities in a municipality. Future research should address mechanisms for knowledge transfer on this meta-level.
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| 17. |
- Rootzén, Johan, 1978, et al.
(författare)
-
Supply-chain collective action towards zero CO2 emissions in infrastructure construction : Mapping barriers and opportunities
- 2020
-
Ingår i: IOP Conference Series. - : IOP Publishing Ltd. ; , s. 042064-
-
Konferensbidrag (refereegranskat)abstract
- Successful decarbonisation of the supply chains for buildings and infrastructure, including the production of basic materials, will involve the pursuit - in parallel - of measures to ensure circularity of material flows, measures to improve material efficiency, and to radically reduce CO2 emissions from basic materials production. Emphasis in this work has been on how “intangible” factors such as implicit or explicit constraints within organisations, inadequate communication between actors in the supply chain, overly conservative norms or lack of information, hinder the realisation of the current carbon mitigation potential. Although this work draw primarily from experiences in Sweden and other developed economies we believe the focus on innovations in the policy arena and efforts to develop new ways of co-operating, coordinating and sharing information between actors (SDG17) and on practices and processes that could enable more sustainable resource use in infrastructure construction may be of relevance also elsewhere. Not the least, since there are still many regions of the world where much of the infrastructure to provide basic services remains to be built (SDG6-7, SDG9, SDG11) a challenge that must be handled in parallel with efforts to reduce/erase the climate impact from infrastructure construction (in line with the Paris Agreement and SDG13).
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| 18. |
- Rosander, Lilly, 1991-, et al.
(författare)
-
From project to policy : Implementing a collaborative procurement strategy in a public client organization
- 2019
-
Ingår i: Proceedings of the 35th Annual ARCOM Conference. ; , s. 750-759
-
Konferensbidrag (refereegranskat)abstract
- Following urbanization and higher sustainability goals, large and complexinfrastructure construction projects are becoming more common. New collaborativecontracting models are increasingly used to tackle this complexity and uncertainty. Ina public context, collaborative contracting may be seen as an international trend inpublic policy, which is implemented in projects by public clients world-wide. Since afew years, the Swedish Transport Administration recommends that a two-stage EarlyContractor Involvement should be used for very large and complex projects. Thispaper analyses the implementation of this model in two sub-projects in a largeSwedish infrastructure project based on policy implementation literature. Altogether24 interviews were performed in two rounds, capturing both early expectations andexperiences gained after the contracts had been signed. Participants expressedpositive attitudes to the new collaborative project practices. However, theimplementation process was characterized by ambiguity and many issues aboutstaffing, collaboration processes, target cost estimations, responsibilities and designoutput were left to the projects to resolve. The study shows how conflicting policiesand high project-level autonomy combine to counteract organizational learning andhomogenization of practices in this field.
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| 19. |
- Rosander, Lilly, et al.
(författare)
-
Implementering av samverkansentreprenader med tidig entreprenörsmedverkan i Trafikverket : Erfarenheter från sju projekt
- 2020
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Sammanfattning Trafikverkets har i sin roll som beställare ett uppdrag att särskilt verka för innovation, effektivitet och produktivitet på anläggningsmarknaden. Detta har inneburit ett ökat fokus på att arbeta strategiskt med upphandling där den centrala funktionen Inköp och Logistik (IL) ansvarar för att utveckla gemensamma arbetssätt. En del i detta arbete har varit att ta fram en kontraktsmodell för ökad samverkan och tidig involvering av entreprenören i komplexa och osäkra projekt, något som också har efterfrågats av entreprenadföretagen. Modellen benämns Samverkan Hög med Tidig Entreprenörmedverkan (TEM) och syftar både till ökad flexibilitet och till att få in entreprenörens produktionskunskap i projekteringen. Att upphandla entreprenör itidigt skede är nytt inom Trafikverket. Det är därför viktigt, både för utvecklingen av Trafikverkets egen verksamhet och för infrastruktursektorn i stort, att erfarenheterna av de nya arbetsformerna dokumenteras och utvärderas på ett strukturerat sätt. Den här rapporten beskriver och analyserar erfarenheter från upphandling och tidiga skeden i de sju första TEM-projekten i Trafikverket och baseras huvudsakligen på intervjuer med representanter för olika parter i projekten. Diskussionen baseras på forskning om policyimplementering och fokuserar på hur resurser, tydlighet, motivation och organisationsegenskaper påverkar implementeringen av policyn för Samverkan Hög i Trafikverket.Studien visar att det finns ett stort stöd för kontraktsformen. De flesta av de intervjuade uttrycker en övertygelse att tidig involvering av entreprenör har stor potential, att det är ett modernt arbetssätt som lockar medarbetare och att det i större och mer komplexa projekt är helt nödvändigt att hitta strukturerade men arbetssätt för samarbete. Det finns således många positiva exempel och erfarenheter i projekten, speciellt från det tidiga samarbetet mellan beställare, entreprenör och teknisk konsult kring de tekniska lösningarna. Å andra sidan har projekten också stött på svårigheter och praktiska problem som har hindrat samarbetet. Exempel på sådana problemområden har rört utformningen av ersättningsformer och incitament, roller och ansvarsfrågor när man tar fram en design i samverkan, hur organisationernas interna system stödersamverkan, medarbetarnas attityder och kunskaper samt hur Samverkan Hög relaterar till policyn Renodlad Beställarroll. De sju projekten ser olika ut med avseende på entreprenadform, ersättningsform, upphandlingsförfarande, anbudsutvärdering samt samverkansformen/aktiviteterna i projekten. Detta beror dels på att projekten har olika förutsättningar och behov, dels på att nyckelpersoner i Trafikverkets projektledning har haft olika erfarenhet och har tagit till sig lärdomar från tidigare projekt på olika sätt. Att projektledningen har ett förtroende för samarbete som arbetsform och tydligt kommunicerar sina förväntningar på entreprenören framstår som viktiga framgångsfaktorer. De stora skillnaderna mellan projekten skapar dock en osäkerhet för leverantörer. Flera projekt har också efterfrågat stöd i form av organisationsövergripande rutiner för exempelvis fakturahantering, upphandlingsförfarande och vad som ska täckas av entreprenörsarvodet (CAV). Mycket talar för att större delar av kontraktsmodellen skulle kunna standardiseras utan begränsa projektens anpassningsmöjligheter nämnvärt. Med utgångspunkt i policylitteraturen drar vi slutsatsen att de flesta svårigheter projekten stött på inte bör tillskrivas kontraktsformen i sig. Snarare ser vi att det är svårt att implementera nya arbetssätt i en decentraliserad organisation och att varken Trafikverket och leverantörerna har dedikerat tillräckliga resurser för att skapa ett bredare, projektövergripande lärande. Studien visar på behovet av tydliga spelregler för samverkansprojekt på branschnivå och en beredskap hos organisationerna för att utveckla rutiner och strukturer som stödjer samverkan.
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| 20. |
- Rosander, Lilly, et al.
(författare)
-
Implementing relational contracting in a public client organization : the influence of policy clashes, resources and project autonomy
- 2023
-
Ingår i: Construction Management and Economics. - : Informa UK Limited. - 0144-6193 .- 1466-433X. ; 41:8, s. 651-669
-
Tidskriftsartikel (refereegranskat)abstract
- Relational contracting models are increasingly being used for large and complex public infrastructure construction projects, but both practices and outcomes still widely vary. When analyzing the causes of failures and successes, most studies have focused on practices at the project level. In this paper, we add to the current understanding of relational contracting in public construction by examining the influence of factors at the organizational and institutional levels. We develop a framework based on theories of policy implementation and analyze two projects piloting a new Early Contractor Involvement model in a large public infrastructure client organization. In this case, a previous marketization policy, prescribing low client involvement in project processes, interfered with the relational contracting policy. This policy clash was not openly acknowledged from the start, despite causing significant confusion and frustration at the project level, but became recognizable largely through its consequences for resource allocation and managerial attention. We conclude that policy ambiguities, combined with a project-based implementation context, produce local interpretations and variations in relational contracting models. When project autonomy is high, industry-level agreements, standards and resources are important to align practices also between projects within the same client organization.
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| 21. |
- Rosander, Lilly, et al.
(författare)
-
Never-ending cycles of collaborative contracting initiatives – dynamics of legitimacy in a public client organization
-
Annan publikation (övrigt vetenskapligt/konstnärligt)abstract
- Public infrastructure clients are seen as key change agents but often struggle to implement and institutionalize new contracting models in their projects. To understand the difficulties to achieve such long-term learning, a longitudinal case study followed an initiative to implement collaborative contracting in a large public client. Findings showed that the lack of systematic learning could be explained by a project-based organizing in combination with the specific characteristics of public sector organizations. Based on research on legitimacy in public project-based contexts, we conclude that effort to restore legitimacy at the organizational level may interfere with long term capacity building.
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| 22. |
- Rosander, Lilly, et al.
(författare)
-
Samverkan i infrastrukturprojekt : Erfarenheter av tvåfaskontrakt i Trafikverket 2015–2023
- 2024
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Trafikverket upphandlade varor, tjänster, och byggentreprenader för nästan 62 miljarder SEK 2022 och har ett uppdrag att särskilt verka för innovation, effektivitet och produktivitet på den svenska anläggningsmarknaden. Som en del i sitt strategiska arbete har Trafikverket tagit fram en kontraktsmodell för ökad samverkan och tidig involvering av entreprenören, något som också har efterfrågats av entreprenadföretagen. Internationellt används ofta begreppet Early Contractor Involvement (ECI) för den här typen av kontrakt, och syftet kan vara att öka möjligheterna att anpassa projektens innehåll till förändrade förutsättningar, få in entreprenörens produktionskunskap i projekteringen eller att alls få anbud på projekt med stora risker.Trafikverkets modell benämns Samverkan Hög med Tidig Entreprenörmedverkan (TEM) och ingår i Trafikverkets övergripande affärsstrategi från 2016 (TDOK 2016:0199). Den baseras på ett tvåfaskontrakt, där entreprenören upphandlas för att i ett första steg gemensamt med beställaren ta fram en teknisk lösning och en riktkostnad, med en option på kontrakt för detaljprojektering och byggande.I den här rapporten redovisar vi resultaten från ett doktorandprojekt som har följt de sju första TEM-projekten i Trafikverket under tiden 2016–2023, baserat på framför allt intervjuer och projektdokumentation. Erfarenheterna från projektens uppstart och tidiga skeden har beskrivits i en omfattande delrapport (Rosander, Kadefors och Eriksson, 2020). Denna slutrapport har ett mer övergripande perspektiv och fokuserar på lärande över tid på projektnivå, organisationsnivå och branschnivå. Sammantaget är erfarenheterna av TEM i fallstudieprojekten huvudsakligen positiva och de intervjuade projektledarna uppfattar att modellen har stor potential och i flera fall har varit avgörande för att kunna genomföra projekten. Man har i varierande grad mött utmaningar, men dessa har framför allt varit relaterade till kontraktsupplägg och tidiga skeden i de första projekten. TEM-modellen har tagits fram i samverkan med branschen och styr inte hur projekten ska arbeta på en mer detaljerad nivå. Även om projektledarna i allmänhet uppskattar sådan frihet ser många ett stort värde i stöd, handböcker, mallar och utbildningar som kan skapa bredare samsyn kring vad samverkan innebär i praktiken. Det har dock saknats en tydlig struktur och tillräckliga resurser inom Trafikverket för att ta vara på projektens erfarenheter och driva sådan systematisk utveckling. Istället har lärandet till stor del skett direkt mellan individer, vilket har resulterat i stora variationer mellan projekt. Tidiga negativa händelser har också fått stor strategisk betydelse medan mer positiva erfarenheter och lösningar inte har uppmärksammats.I rapporten relaterar vi dessa erfarenheter till utvecklingen av samverkansinriktade kontraktsformer i ett längre perspektiv, där ständigt nya modeller och begrepp införs när de tidigare får kritik. I det sista kapitlet formulerar vi ett antal rekommendationer som främst fokuserar på hur Trafikverket kan öka långsiktigheten i förändringsarbete kopplat till nya upphandlingsmodeller. Framför allt behövs då tvärfunktionella strukturer på den permanenta nivån som kan utveckla och erbjuda olika former av stöd i nära samarbete med både projekten och leverantörer.
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| 23. |
- Vigren, Olli, 1987-, et al.
(författare)
-
Digitalization, innovation capabilities and absorptive capacity in the Swedish real estate ecosystem
- 2022
-
Ingår i: Facilities. - : Emerald Group Holdings Ltd.. - 0263-2772 .- 1758-7131. ; 40:15-16, s. 89-106
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Tidskriftsartikel (refereegranskat)abstract
- Purpose: The purpose of this paper is to increase the knowledge of real estate firms’ capabilities to innovate and, consequently, their capacity to absorb new innovations and benefit from digital technologies in an ecosystem context. Design/methodology/approach: The results are based on 32 interviews with representatives of Swedish real estate owners, real estate owner industry associations and suppliers of digital technology to real estate owners. The data are interpreted using theories on absorptive capacity (i.e. the capacity to absorb new innovations), innovation capabilities and innovation ecosystems. Findings: The real estate owners, technology suppliers and real estate owner industry associations have expanded their innovation capabilities and reshaped their innovation ecosystem by initiating a number of different digitalization activities; for example, the development of new IT systems, digital platforms, services and business models. The absorptive capacity has been improved as the organizations have changed routines and structures related to innovation, and they have taken on new roles related to digitalization and innovation, making them better able to absorb new innovations. Also, this paper identifies several drivers and obstacles to digitalization in the real estate sector. Research limitations/implications: The increased capabilities related to digitalization can lead to better absorptive capacity on an individual firm level, which can contribute to the overall development of these firms in a longer-term. Also, new capabilities may lead to better absorptive capacity in the real estate sector at large, as firms may benefit from each other’s capabilities through collaboration. The limitations are that this study does not interview tenants or facility management firms and that the findings represent the context of the Swedish real estate market. Originality/value: This paper investigates innovation capabilities, absorptive capacity and innovation ecosystems of real estate owners, their technology suppliers and real estate owner industry associations on the organizational level and on the sector level, into which there is little previous research. Also, this paper highlights the novelty of digitalization as a phenomenon in the sector.
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