SwePub
Sök i SwePub databas

  Utökad sökning

Träfflista för sökning "WFRF:(Rogerson Sara) "

Sökning: WFRF:(Rogerson Sara)

  • Resultat 1-47 av 47
Sortera/gruppera träfflistan
   
NumreringReferensOmslagsbildHitta
1.
  • Rogerson, Sara, et al. (författare)
  • SeaCharging - Investigating the Need for Standardised Charging Infrastructure for Maritime Electrified Vessels
  • 2022
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • The transport sector, including maritime transport, is facing accelerating electrification, where it is important that charging infrastructure is developed in parallel with electrified vessels. In today's few examples, charging technology is adapted to specific vessels and conditions. The possibility of using standards and standardisation to increase the efficiency of introducing electrified vessels has been the focus of the SeaCharging project. The middle segment of ships, such as waterborne public transport, is facing a rapid increase in electrification. The project begins with an exploratory analysis of the current situation with charging stations in Sweden. This analysis covers the obstacles, needs and opportunities in different shipping segments and geographical areas. This results in an informative review providing input to standardisation committees, but also ports and shipping companies. Dissemination of the project’s results was achieved via a workshop, a number of seminars and this final report directed at the maritime, energy, technology, and standardisation communities. Together with Lighthouse, we will in early 2023, do a broad workshop for the whole sector, presenting the final project results and putting them into a wider context.
  •  
2.
  • Altuntas Vural, Ceren, et al. (författare)
  • International container shipping through the Covid-19 pandemic - Disruptions from a Swedish perspective
  • 2024
  • Annan publikation (övrigt vetenskapligt/konstnärligt)abstract
    • At the onset of the pandemic in spring 2020, the Swedish shipping sector was first affected by border closures preventing passengers to use RoPax shipping and cruise ferries. There were some blank sailings but in general they kept operating to foster intra-European trade by trucks despite the missing revenues from passengers. Shipping in general was affected by port disruptions and complicated crew changes. Eventually, however, it was clear that the most dramatic disruptions on a global scale where experienced in the container segment. General media reported on delayed goods, high freight rates and, however not related to the pandemic, the Ever Given blocking the Suez Canal for a week in March 2021. Currently, there are few reports of supply chains and shipping suffering from disruptions and capacity constraints related to the pandemic. The peak in freight rates was rather replaced by depressed rates and there is a certain risk that some logisticians and supply chain managers regard the pandemic as a once-in-a-lifetime event and just want to get back to a previous behaviour seeing container shipping as a commodity with indefinite capacity at a reasonable price. Nevertheless, the war in Ukraine, the drought in the Panama Canal and the attacks by the Houthi rebels in the Red Sea create other problems for container shipping. Freight rates increase significantly, but from very low levels. The purpose of the report is to describe and analyse how international container shipping was affected by the Covid-19 pandemic and other disruptions. The analysis takes a Swedish perspective on disruptions and tries to go beyond the anecdotal reporting and capture what happened and why. Container shipping is put into a context of economy, consumption, world trade, supply chains and logistics. The pandemic and more current events affecting container shipping market are described together with how shipping lines responded. A series of interviews with Swedish actors revealed how they perceived the disruptions and what countermeasures the actors have applied to mitigate the effects, their organisational learning and how they prepare for future disruptions.
  •  
3.
  • Andersson, Dan, 1966, et al. (författare)
  • Transport service procurement – initial findings and a research agenda
  • 2016
  • Ingår i: 25th IPSERA Conference, Dortmund, March 20-23, 2016..
  • Konferensbidrag (refereegranskat)abstract
    • Technology alone will not be sufficient to cope with emission reduction challenges. Transport procurement requires attention for individual firms as well as the transport industry to tackle environmental challenges. The aim of this paper is to identify practice, perceptions and outlook of transport buyers in order to present a research agenda that informs the advancement of current practice, on the basis of surveys, capturing practice among Swedish transport buyers. The direction for future research comprise levels of analysis ranging from the service level to industry-level, and suggest a mixed-method, wherein surveys are combined with in-depth case studies and workshops.
  •  
4.
  • Castrellon, Juan Pablo, 1989, et al. (författare)
  • Assessing the eco-efficiency benefits of empty container repositioning strategies via dry ports
  • 2023
  • Ingår i: Transportation Research Part D. - : Elsevier Ltd. - 1361-9209 .- 1879-2340. ; 120
  • Tidskriftsartikel (refereegranskat)abstract
    • Trade imbalances and global disturbances generate mismatches in the supply and demand of empty containers (ECs) that elevate the need for empty container repositioning (ECR). This research investigated dry ports as a potential means to minimize EC movements, and thus reduce costs and emissions. We assessed the environmental and economic effects of two ECR strategies via dry ports—street turns and extended free temporary storage—considering different scenarios of collaboration between shipping lines with different levels of container substitution. A multi-paradigm simulation combined agent-based and discrete-event modelling to represent flows and estimate kilometers travelled, CO2 emissions, and costs resulting from combinations of ECR strategies and scenarios. Full ownership container substitution combined with extended free temporary storage at the dry port (FTDP) most improved ECR metrics, despite implementation challenges. Our results may be instrumental in increasing shipping lines’ collaboration while reducing environmental impacts in up to 32 % of the inland ECR emissions. © 2023 The Author(s)
  •  
5.
  • Costa, Nicole, et al. (författare)
  • Connecting vessels to shoreside electricity in Sweden
  • 2022
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • The purpose of the KAJ-EL project was to offer decision support to ports and shipping companies about the implementation and use of shoreside electricity in Swedish ports. More specifically, this project investigated the following, among other questions related to shore power: • the driving forces and barriers among ports and shipping companies to offer or use shore power; • the decision making, steps and actors involved in the process of adopting shore power; • the costs and business arrangements for installing and operating shore power; • the challenges in the installation and operation of shore power; • the different shore power equipment used in Swedish ports and on board vessels; • the actions and condition to realise OPS adoption to a larger extent. The project group included researchers and experts in shipping, transport, logistics, economics, and human factors from SSPA and the University of Gothenburg, and included industry partners Svensk Sjöfart (Swedish Ship Owners’ Association) and Sveriges Hamnar (Ports of Sweden). In addition, industry and authorities were involved in a reference group with representatives from shipping companies, ports and electricity providers. Interviews were performed with various ports in Sweden, a port in Norway (Kristiansand) as well as the US ports of Long Beach and Seattle to compare the perspectives. Shipping companies were interviewed, as were a number of OPS equipment manufacturers, national grid operators and electricity providers. Two workshops and a final seminar were also conducted. This report presents an overview of the OPS situation in Sweden and provides principles for business models as well as recommendations for ports’ and shipping companies’ OPS work. It can be noted that Sweden is at the European forefront of OPS in the sense that it currently has nine cities offering OPS, with main focus so far on the ro-pax and ferry segment. Actors, in particular ports, perceive that the regulatory pressure to offer OPS is increasing and the knowledge about OPS, especially among non-experienced ports, is still limited. Further guidance on OPS installations and operations is therefore needed, in terms of the financial, business, technical and operational issues that the actors must deal with. One major question is how to secure the electricity supply to the ports. Collaboration between actors is key to successful OPS implementation and a higher level of standardisation can facilitate technical choices. Several areas in need of further research are highlighted in this report, such as investigating possible future power demand scenarios from using OPS, and supply strategies for ports. The project received funding from Trafikverket (The Swedish Transport Administration).
  •  
6.
  • Eriksson, Jenny, 1975-, et al. (författare)
  • Intressent- och behovsanalys för resvaneundersökningar : resultat från intervjuer och enkätundersökning
  • 2017
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • I Sverige genomförs en nationell resvaneundersökning med viss regelbundenhet med Trafikanalys som ansvarig myndighet. Undersökningen har problem med bortfall, täckning, kostnader och uppgiftslämnarbörda. Ett projekt pågår som syftar till att utveckla nya metoder för att samla in data om personers mobilitet. Projektet är indelat i fem arbetspaket, varav detta arbete är ett. Syftet är att utföra en intressent- och behovsanalys avseende framtida resvaneundersökningar. I detta ingår att identifiera syften och frågeställningar som resvaneundersökningar ska kunna hantera och besvara.Det genomfördes 20 telefonintervjuer och utskick av webbenkät till 142 personer (svar från 81 personer, svarsfrekvens 57 procent). Intressenterna delades in i tre olika grupper: offentlig sektor, forskningsorganisation och övriga aktörer. Tillsammans med egna erfarenheter har en analys gjorts av vad som efterfrågas från den nationella resvaneundersökningen. Frågeställningar som centrala för användare av resvaneundersökningar är val av färdsätt, resans ärende samt mått på hur resvanorna förändras över tid och hur olika grupper reser. För detta behövs både uppgifter om individen och resorna. Utöver detta önskar man bra data på kommunal nivå eller lägre. Dock kan Trafikanalys i nuläget inte erbjuda den möjligheten, men här finns det möjlighet för kommuner, regioner och andra aktörer att välja ett extraurval från den befintliga nationella resvaneundersökningen.
  •  
7.
  • Henriksson, Malin, 1981-, et al. (författare)
  • Köpa mat online? : effekter av ökad e-handel för person- och godstransporter i ett växande e-handelssamhälle
  • 2018
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • De senaste åren har e-handel av livsmedel ökat starkt. Idag bygger beräkningar om e-handelns energieffekt på uppskattningar och antaganden snarare än på kunskap om branschen och dess kunder. Den här studien genererar fördjupad kunskap om vad det ur ett transportperspektiv innebär att företag istället för individer ansvarar för att matvaror transporteras till hemmet. Huvudsyftet med projektet är att analysera effekter till följd av ökad e-handel av livsmedel samt synliggöra faktorer som möjliggör en realisering av eventuell energibesparing. Detta görs ur ett regionalt perspektiv och i en svensk kontext. Syftet har uppnåtts genom en studie av energieffektiva distributionslösningar för e-handelserbjudanden, och genom en intervjustudie om potentiella och befintliga e-handelskunders preferenser, erfarenheter och beteende samt genom framtagandet av en regional modell för persontransporter.Resultaten pekar på att e-handel har betydande teoretisk potential givet att effektiva rutter ersätter inköpsresor med privat bil. Idag innebär många kompletteringsresor med bil att e-handeln inte i någon högre grad ersätter inköpsresorna, vilket innebär att energibesparingen idag sannolikt är begränsad. För att potentialen ska kunna uppnås behövs ett utökat kundunderlag, en medveten stadsplanering som prioriterar gång-, cykel- och kollektivtrafik, som lyfter godstransporter som en strategisk fråga och som lokaliserar livsmedelsbutiker nära människors hem.
  •  
8.
  • Liljestrand, Kristina, 1985, et al. (författare)
  • Providing explicit descriptions of studied systems: more than a necessary evil?
  • 2015
  • Ingår i: Nofoma Conference Proceedings. - 9788279622024
  • Konferensbidrag (refereegranskat)abstract
    • PurposeExplicit descriptions of studied systems can support researchers in clarifying objects of study and motives of research as well as in structuring research design. However, since many scholars of systems approaches operate outside the field of logistics, applying systems approaches in logistics can be challenging. The purpose of this paper is therefore to describe how a systems approach can be applied in logistics so as to provide guidance for logistics researchers in their descriptions of studied systems.Design/methodology/approachTwo systems approaches were used to describe the systems studied in six doctoral theses. A series of workshops was conducted to compare the descriptions and share challenges.FindingsKey aspects for adapting the selected systems approaches corresponded to four areas of logistics—activities, flow, performance, and actors—all of which can be included in the selected systems approaches. Advice for doctoral students on applying these frameworks is provided.Research limitations/implicationsThis research can provide support to other logistics researchers when applying systems approaches and developing explicit descriptions of studied systems.Original/valueSystems approaches are central to logistics research, a field in which scholars are encouraged to apply well-known systems approaches. This paper contributes value by providing explicit examples of how such approaches were applied in six logistics research projects.
  •  
9.
  • Rogerson, Sara, 1975, et al. (författare)
  • Comparing flexibility-based measures during different disruptions: evidence from maritime supply chains
  • 2024
  • Ingår i: International Journal of Physical Distribution & Logistics Management. - : Emerald Publishing. - 0960-0035 .- 1758-664X. ; 54:2, s. 163-191
  • Tidskriftsartikel (refereegranskat)abstract
    • This paper’s purpose is to explore flexibility-based countermeasures that enable actors in maritime supply chains to mitigate the effects of disruptions with different characteristics. Semi-structured interviews were conducted with shipping lines, shippers, forwarders and ports. Data on the COVID-19 pandemic’s effects and countermeasures were collected and compared with data regarding the 2016–2017 Gothenburg port conflict. Spatial, capacity, service and temporal flexibility emerged as the primary countermeasures, whilst important characteristics of disruptions were geographical spread, duration, uncertainty, criticality, the element of surprise and intensity. Spatial flexibility was exercised in both disruptions by switching to alternative ports. During the COVID-19 pandemic, ensuring capacity flexibility included first removing and then adding vessels. Shipping lines exercising service flexibility prioritised certain cargo, which made the spot market uncertain and reduced flexibility for forwarders, importers and exporters that changed carriers or traffic modes. Experience with disruptions meant less surprise and better preparation for spatial flexibility. Comparing flexibility-based measures in a pandemic versus port conflict provides insights into the important characteristics of disruptions and the relevance of mitigation strategies. The resilience of maritime supply chains, although underexamined compared with manufacturing supply chains, is essential for maintaining global supply chain flows.
  •  
10.
  • Rogerson, Sara, 1975 (författare)
  • Connecting ordering of freight transport to logistical variables related to CO2 emissions
  • 2012
  • Ingår i: Proceedings of the LRN Conference, Cranfield, 5-7 September 2012.
  • Konferensbidrag (refereegranskat)abstract
    • Purpose: Reducing environmental impact is increasingly important for companies and this includes concerns regarding emissions from purchased freight transport services. When shippers order freight transport services, according to purchasing agreements, shipment specific requirements are specified, which can restrict the planning options of the transport provider, thereby influencing how the transport is performed and the resulting environmental performance. Therefore, shippers’ daily processes for ordering freight transport are of interest. The purpose of this paper is to explore how the shipper´s freight transport ordering process influences the logistical variables in the framework of Piecyk and McKinnon (2010): modal split, handling factor, average length of haul, lading factor, empty running, fuel efficiency and carbon intensity of fuel, in order to understand in what way CO2 emissions can be affected by the freight transport ordering process. Research approach: An explorative multiple case study of routine freight transport ordering processes at manufacturing companies was carried out. Shippers were interviewed to describe the transport ordering process as well as how related internal processes provide input to the process. The analysis combines the information from the cases with literature that describes logistical variables, and results in a description of how the transport ordering process can influence logistical variables. Findings and Originality: The study identified several connections from the freight transport ordering process to logistical variables and that the potential to reduce CO2 emissions partly depends on input from other processes. Examples of findings are, first, that timing of information input to the transport ordering process regarding transport requirements can influence lading factor and empty running, by affecting opportunities for the transport provider to plan vehicle utilisation. Secondly, communication between the sales staff and the transport ordering staff about customer needs regarding delivery times can affect urgency of transport and thereby influence modal split. Thirdly, information input to the transport ordering process regarding dimensions can affect planning of space required for the shipment and the utilisation of ordered space, thereby influencing lading factor. Research impact: The paper contributes by process descriptions of the freight transport ordering processes, which has been rarely covered in previous research. Also, a general model of the process is proposed. It also contributes to the framework used by Piecyk and McKinnon (2010) by showing influence from the transport ordering process on logistical variables. Practical impact: Shippers can learn how the configuration of the freight transport ordering process can influence logistical variables. This is important in order to be able to configure the freight transport ordering process to accommodate environmental considerations and reduce CO2 emissions from freight transport.
  •  
11.
  • Rogerson, Sara, 1975, et al. (författare)
  • Context influence on freight purchasing
  • 2011
  • Ingår i: Proceedings of the 20th Annual IPSERA Conference, Maastricht, April 10-13, 2011.
  • Konferensbidrag (refereegranskat)abstract
    • The purpose of this paper is to identify contextual factors that may influence the freight transport purchasing process and develop a model for positioning transport purchasing process and practices with respect to the context. Based on well established supply chain models, data from six case companies is used to explore the links between contextual factors and how the purchasing of freight transport is performed. Important contextual factors identified in the case companies include cost, service, product characteristics and material flow.
  •  
12.
  • Rogerson, Sara, 1975 (författare)
  • Environmental concerns when purchasing freight transport
  • 2016
  • Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • Companies that purchase freight transport (shippers) influence the conditions for how transport providers can execute the transport, which in turn influences CO2 emissions. The conditions can be influenced both by shippers’ purchasing processes for freight transport and when shippers prepare goods for delivery. For shippers to make appropriate decisions aimed at reducing the CO2 emissions from their transport, clarification of such influences on the conditions are necessary. The purpose of this thesis is to clarify how shippers can influence CO2 emissions from the freight transport they purchase. This thesis is a compilation of seven papers, six of which are based on empirical data from five multiple-case studies. The data collection mainly consisted of semi-structured interviews with shippers’ logistics, transport, and purchasing managers, as well as with staff in operational positions; one study also conducted interviews with transport providers. The seventh paper reports on a structured literature review of load factor. Together these studies answer four research questions. The first research question is concerned with how contextual factors influence shippers’ freight-transport-purchasing processes. The results describe the purchasing process in contexts that vary in service type, purchase situation, and relationship.  The second research question examines how shippers’ freight-transport-purchasing processes influence various logistical variables (mode of transport used, handling factor, length of haul, load factor, empty running, fuel efficiency, and carbon in fuel). The causes of different influences on logistical variables (such as specified time requirements) are clarified by answering this question. The third research question concerns how shippers can identify and evaluate opportunities to increase their load factors. Achieving high load factors is a matter of balancing required and available capacity at the packaging, shipping, and vehicle levels. A framework of opportunities describes how these capacities can be increased, decreased, and reallocated, thus allowing for the identification and comparison of relevant opportunities. The fourth research question is concerned with how shippers’ internal coordination may enable high load factor. The use of coordination mechanisms is described in situations that differ in terms of dependence between activities, number of activities, and the need for intra- or interfunctional coordination. The results contribute to green-logistics research in terms of improving load factor and the purchasing of freight transport. Different research streams and perspectives – especially in terms of purchasing, transport, and coordination – have been combined in this thesis. The results contribute to improving the environmental performance of freight transport by clarifying shippers’ influence on the CO2 emissions of the transport they purchase via descriptions of the shippers’ influence over logistical variables (including load factor) that in turn influence CO2 emissions.
  •  
13.
  •  
14.
  • Rogerson, Sara, 1975, et al. (författare)
  • Influence of context on the purchasing process for freight transport services
  • 2014
  • Ingår i: International Journal of Logistics Research and Applications. - : Informa UK Limited. - 1367-5567 .- 1469-848X. ; 17:3, s. 232-248
  • Tidskriftsartikel (refereegranskat)abstract
    • The purpose of this paper is to propose a framework for analysing the contextual influence on the configuration of purchasing processes for freight transport services. A conceptual model suggests that three contextual dimensions, purchase task, importance, and service type, influence the different stages of the purchasing process. Data from seven case companies are used to explore the links between contextual factors and how the purchasing of freight transport is performed. Eight different types of context, and their implications for the configuration of the purchasing process, are presented. The framework offers guidance on the configuration of the purchasing process in specific contexts, highlighting, for example, that the level of detail of the specification stage can depend on the type of context.
  •  
15.
  • Rogerson, Sara (författare)
  • Influence of freight transport purchasing processes on logistical variables related to CO2 emissions : a case study in Sweden
  • 2017
  • Ingår i: International Journal of Logistics. - : Taylor & Francis. - 1367-5567 .- 1469-848X. ; , s. 1-20
  • Tidskriftsartikel (refereegranskat)abstract
    • Emissions from freight transport stem from logistical variables such as vehicle utilisation, fuel efficiency, and distance. The purpose is to determine how shippers’ freight transport purchasing processes influence logistical variables. A multiple case study of freight transport purchasing processes was conducted, based on interviews with transport purchasers and providers. Three causes of influence of shippers’ purchasing processes on logistical variables were found: specific requirements, network structure of transport providers, and scope of contract. Specifications by purchasers, especially time requirements, influence several logistical variables (‘mode used’, ‘length of haul’, ‘load factor’, ‘empty running’, and ‘fuel efficiency’). This paper clarifies the implications of transport purchasing on CO2 emissions in terms of logistical variables, which are understood in transportation research and practice. It describes the effects of shippers’ requirements on transport providers’ execution of transport. The results provide a foundation for shippers to discuss their influence on logistical variables with transport providers.
  •  
16.
  • Rogerson, Sara, 1975, et al. (författare)
  • INTERNAL COORDINATION OF SHIPPERS TO ACHIEVE HIGH LOAD FACTOR
  • 2015
  • Ingår i: Proceedings of the 20th Annual Logistics Network Conference, Derby, 9-11 September 2015.
  • Konferensbidrag (refereegranskat)abstract
    • Purpose: Increasing transport efficiency is of interest to reduce emissions and cost, where high load factor is one aspect of transport efficiency. To improve load factor it has been suggested that shippers, who purchase freight transport services, can coordinate their internal functions better. However, it is unclear in what way this can be achieved, i.e. what functions should be coordinated and in what way. Taking the perspective of the logistics/transport function, the purpose of this paper is to explore how shippers can coordinate internally in order to achieve high load factor.Research approach: A multiple case study of three shippers was carried out and interviews were conducted with the logistics or transport manager at each company. With coordination literature as a basis, the empirical data was analysed according to which functions that coordinated as well as the activities that were coordinated between them. These interactions were then categorised based on which coordination mechanisms that were adopted for each specific combination of function interaction and activity. Patterns with regard to which functions and which activities that were coordinated through the various mechanism were finally analysed.Findings and Originality: The results indicate that logistics/transport can coordinate with several functions (in the studied cases sales/marketing, purchasing, product development, construction, warehouse and transport planning) in order to achieve high load factor. Further, many coordination mechanisms were used in the cases, thus the results suggest that a variety of coordination mechanisms can be adopted when shippers coordinate internally with the aim of high load factor. The mechanisms identified in this research include mutual adjustment, direct supervision and four types of standardisation. Finally, several of these coordination mechanisms were found to be adopted in more than one way. Research impact: The findings are of interest to researchers interested in improving load factor and/or internal coordination of shippers. This paper has a shipper perspective on improving load factor including activities applicable when transport is outsourced. More specifically, it provides insights into how shippers can enable high load factor through coordination between their logistics/transport function and other company internal functions.Practical impact: Managers at companies outsourcing freight transport services are provided suggestions regarding coordination between functions when aiming to improve load factor. This is in turn of interest for improving environmental performance as well as reducing costs.
  •  
17.
  • Rogerson, Sara, 1975, et al. (författare)
  • Internal coordination to enable high load factor
  • 2017
  • Ingår i: The International Journal of Logistics Management. - : Emerald Group Publishing Limited. - 0957-4093 .- 1758-6550. ; 28:4, s. 1142-1167
  • Tidskriftsartikel (refereegranskat)abstract
    • Purpose – The purpose of this paper is to clarify how activities may be coordinated within shippers’ organisations to enable high load factor (a key aspect of transport efficiency). Design/methodology/approach – A multiple-case study involving three shippers was conducted, in which the logistics or transport managers of each company were interviewed. The cases were analysed according to (1) which activities were coordinated to achieve high load factor, (2) interdependencies between the activities, and (3) the coordination mechanisms that shippers adopted. Findings – A matrix is developed to show the differences in applying various coordination mechanisms in eight categories, according to (1) intrafunctional or interfunctional coordination, (2) sequential or reciprocal interdependencies, and (3) the number of activities (dyadic or multiple). For example, coordination mechanisms aimed at exerting control are more suitable for intrafunctional than interfunctional interaction; interfunctional coordination relies more on mechanisms that aim to increase the understanding of transport-related issues among non-logistics activities. Research limitations/implications – The study is based on data from three Swedish companies.  Practical implications – Managers are provided with suggestions for coordinating activities when their goal is to improve load factor. These findings are of interest for reducing costs and emissions. Social implications – Originality/value – In response to suggestions in the earlier literature that shippers could improve their internal coordination to improve their load factor, this paper articulates several mechanisms for performing such coordination in eight situations.
  •  
18.
  • Rogerson, Sara, et al. (författare)
  • Markant ökad fyllnadsgrad med intern koordinering
  • 2016
  • Ingår i: Supply chain effect. - : Supply Chain Effect. ; :4, s. 23-26
  • Tidskriftsartikel (populärvet., debatt m.m.)abstract
    • Förvånansvärt ofta pratas det om att det inte är ekonomisk hållbart att satsa på miljöförbättrande åtgärder inom logistiken, både bland varuägare och bland logistikföretag. Exempelvis har vi i tidigare forskning sett att varuägare inte är beredda att betala extra för att få miljöanpassade tjänster från logistikföretagen. Vi kommer i denna artikel att behandla fyllnadsgrad, vilken kan ses som en åtgärd som både varuägare och logistikföretag kan jobba med för att minska sin miljlöpåverkan.
  •  
19.
  • Rogerson, Sara, et al. (författare)
  • Modal shift to inland waterways: dealing with barriers in two Swedish cases
  • 2018
  • Ingår i: The 23rd Annual Conference of The Chartered Institute of Logistics and Transport, Logistics Research Network (LRN), Plymouth, 5-7 September.
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • Previous research on IWW transport has identified various types of barriers for a modal shift from road to sea: regulatory, financial, service and market related (described further later in the paper). In order for a modal shift to take place, actors need to take external prerequisites into account, but foremost, offer competitive services that can overcome the barriers. In Sweden, actors have to take major steps to attract a larger volume of goods that will enable the shift to IWW transportation. Barriers and key issues for implementation need to be understood from the perspective of how actors can overcome them. Therefore, the aim of this paper is to analyse how barriers for a modal shift can be overcome, by studying actors in the start-up phase of offering IWW transport services.
  •  
20.
  • Rogerson, Sara, et al. (författare)
  • Modal shift to inland waterways: dealing with barriers in two Swedish cases
  • 2020
  • Ingår i: International Journal of Logistics Research and Applications. - : Informa UK Limited. - 1367-5567 .- 1469-848X. ; 23:2, s. 195-210
  • Tidskriftsartikel (refereegranskat)abstract
    • This paper analyses strategies to overcome barriers to a modal shift to inland waterway transport (IWT). Barriers identified in research literature have been categorised as regulatory, financial, service quality and market characteristics. Using two cases involving Swedish entrepreneurs initiating IWT, this paper has shown how barriers to the modal shift to IWT can be managed where markets are limited. Modal shift involves multiple actors, and the entrepreneurs interacted with ports, shippers, shipping companies, regulatory actors, forwarders and hauliers, depending on the barrier. Strategies to manage barriers included negotiating, educating stakeholders, securing volumes, conducting a proof-of-concept run and identifying business opportunities for stakeholders. The findings can increase stakeholders’ knowledge of IWT. Policy makers aiming to promote modal shift must understand that fees and legislation act as barriers.
  •  
21.
  • Rogerson, Sara, 1975 (författare)
  • Purchasing process for freight transport services and influence on CO2 emissions
  • 2013
  • Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • Companies purchasing freight transport services may through the purchasing process restrict or create opportunities for how transport service providers deliver the transport service. The purpose of this thesis is to explore how the configuration of the purchasing process for freight transport services can influence the reduction of CO2 emissions. This thesis is a compilation of three papers based on empirical data, collected mainly through interviews in three multiple-case studies.The results include descriptions of the purchasing process for freight transport services. Influence of the contextual dimensions purchase task, importance, and service type on the purchasing process for freight transport is discussed, and eight different types of contexts and their implications for the configuration of the purchasing process are presented. Relationships between the purchasing process for freight transport and logistical variables, related to CO2 emissions, are identified. In particular, time requirements and information sharing are highlighted as important underlying aspects of the relationships. Different configurations of the purchasing process for freight transport services facilitate or hinder consideration of such aspects.The results lead to increased understanding of how contextual variables influence the configuration of the purchasing process. The results also contribute to theory on reducing negative effects of freight transport on the environment, by connecting practices to logistical variables that are related to CO2 emissions, combining a purchasing process model with an existing framework that depicts the relationship between logistics and environmental effects. The results can be used by companies purchasing freight transport to support discussions aiming to reduce CO2 emissions.
  •  
22.
  • Rogerson, Sara, et al. (författare)
  • Shippers’ opportunities to increase load factor : managing imbalances between required and available capacity
  • 2017
  • Ingår i: International Journal of Logistics. - : Taylor & Francis. - 1367-5567 .- 1469-848X. ; , s. 1-23
  • Tidskriftsartikel (refereegranskat)abstract
    • Improving load factor is relevant for shippers due to its potential in reducing both transport costs and emissions. The purpose is to structure shippers’ opportunities to increase load factor according to required and available capacity. A framework is developed from literature, and in-depth understanding is provided by three cases, with data mainly collected through semi-structured interviews. Shippers’ opportunities to increase load factor are structured per decreasing, increasing, or reallocating required or available capacity. Required capacity can be changed by adjusting number of items, item characteristics, and how items are combined. Available capacity can be changed by adjusting number and type of units. Changes that improved load factor are described in detail for each case. Load factor is calculated for the packaging and shipping levels. An approach that logistics managers can apply to identify opportunities relevant to their situations is presented. Findings are relevant to researchers within transport efficiency and green logistics.
  •  
23.
  • Rogerson, Sara, 1975, et al. (författare)
  • SHIPPERS’ TRANSPORT EFFICIENCY: THE BALANCE BETWEEN REQUIRED AND AVAILABLE CAPACITY
  • 2015
  • Ingår i: Proceedings of the 20th Annual Logistics Network Conference, Derby, 9-11 September 2015.
  • Konferensbidrag (refereegranskat)abstract
    • Purpose: Improving the efficiency of freight transport leads to a reduction in both costs and emissions. One key aspect of efficient transport is the load factor, i.e., the load carried (required capacity) compared to the maximum load that could be carried (available capacity) in a load unit (e.g., a vehicle). Few existing articles discuss load factor from a shipper’s perspective. Also, the concept of load factor is interpreted in different ways, and there is confusion about what is 100% full. To achieve a high load factor can be seen as a balance between required and available capacity. As a step towards identifying opportunities for shippers to improve load factor, the purpose of this paper is to structure the load factor concept based on the balance between required and available capacity. Research Approach: A conceptual model was developed based on the literature. This model was applied in the typical case of a shipper outsourcing freight transport. The data collection consisted of several semi-structured interviews with people in logistics and transport roles.Findings and Originality: This paper presents a model that structures the concept of load factor based on required and available capacity, including load factor as the balance between required and available capacity at different levels. Further, required capacity for a particular time period is determined by order details, item characteristics, number of items and the consolidation of items in the load at each load factor level. Available capacity for a particular time period is determined by the type of load units and the number of load units at each load factor level. The different levels interact, and, to complement the balance at each load factor level, an overall measure comparing the required capacity at the lowest load factor level with the available capacity at the highest load factor level is suggested.Research Impact: The conceptual model presented in this paper can be used to describe imbalances in shipper systems between required and available capacity. By providing structure and explaining inefficiency in terms of the imbalance between required and available capacity, the model is a step towards identifying opportunities for improving load factor. The findings are also of interest to researchers in the field of transport efficiency and green logistics.Practical Impact: Logistics managers can achieve a better understanding of the concept of load factor and at what level their required and available capacity are imbalanced. Improving the load factor is of interest in terms of both reducing costs and improving environmental performance.
  •  
24.
  • Rogerson, Sara, et al. (författare)
  • Supply chain disruptions : flexibility measures when encountering capacity problems in a port conflict
  • 2022
  • Ingår i: The International Journal of Logistics Management. - : Emerald Group Holdings Ltd.. - 0957-4093. ; 33:2, s. 567-589
  • Tidskriftsartikel (refereegranskat)abstract
    • Purpose: There can be many negative effects from a disruption in a central node of companies' supply chains, such as a port conflict that reduces capacity. Strategies for disruption management include flexibility and redundancy. This paper aims to analyse a supply chain disruption from flexibility and capacity perspectives. Design/methodology/approach: A case study was conducted of the supply chain disruption caused by the port conflict in 2016–2017 in Gothenburg, in which the port operated at a reduced capacity. Companies importing and exporting goods, freight forwarders, hauliers, train operators, ports, shipping companies and their agents were interviewed. Findings: Various capacity problems (ports, links, container chassis, empty containers) were encountered due to the port conflict. Flexibility measures such as node, mode and fleet flexibility can be used in response to changes in capacity. Difficulties with applying flexibility are discussed. Research limitations/implications: Although based on a Swedish case, findings are relevant for disruptions or other types of disturbances in ports elsewhere and also in other important nodes in companies' supply chains. Practical implications: Actors influenced by disturbances in a port can increase their understanding of potential capacity problems and flexibility measures. Readiness and timely action are important due to competition regarding capacity. Originality/value: The implications on the transport network surrounding a port, including many actors, are explained, illustrating how capacity problems propagate, but there is some flexibility to manage the problems. 
  •  
25.
  • Rogerson, Sara, 1975, et al. (författare)
  • Sustainable freight transport purchasing
  • 2012
  • Ingår i: Proceedings of the 21th Annual IPSERA Conference, Naples, April 2012.
  • Konferensbidrag (refereegranskat)abstract
    • This paper addresses in what way the freight transport purchasing process can influence environmental impact of freight transport. Activities in the transport purchasing process are connected to the logistical variables modal split, handling factor, average length of haul, lading factor, empty running, fuel efficiency and carbon intensity of fuel, known to be related to CO2 emissions. Specification of requirements, in particular time demands, is shown as important for the environmental impact. Multiple case studies of freight transport purchasing processes are analysed with regards to influence on the logistical variables. Relating activities in freight transport purchasing processes to logistical variables influencing the environmental impact is of importance to be able to adapt the purchasing process to accommodate environmental considerations and reduce CO2 emissions. The model developed in this paper can be used for increasing awareness among both purchasing and general managers on how purchasing freight transport can be connected to environmental impact.
  •  
26.
  • Rogerson, Sara, et al. (författare)
  • The impact of power balances and trust on modal shift possibilities
  • 2019
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • PurposeFor logistics to become environmentally sustainable, modal shift from road to more energy-efficient alternatives, such as rail and sea, is needed. Power balances and trust between actors may drive and hinder the collaboration needed to induce change. The purpose is to increase the understanding of how power balances and trust between shippers and transport providers influence a change from road to more environmentally sustainable modes of transport.Design/methodology/approachThis paper combines theoretical perspectives with preliminary interviews with both shippers and transport providers involved in modal shift. Theoretically, it builds on change management principles and two inter-organisational perspectives, namely power and trust.   FindingsThe results suggest that power balances and trust do indeed have an influence on the probability of modal shift possibilities, albeit they have different impact during the different phases of change.Research limitations/implications (if applicable)This paper is mainly conceptual, but draws on insights from preliminary interviews with shippers and transport providers. Case studies of companies or dyads that have changed from road to rail or sea would be fruitful to validate the findings presented in this abstract.Practical implications (if applicable)Actors, whether being transport providers or shippers, that want to initiate a change toward modal shift, can benefit from the findings. Specifically, they illuminate power bases and different forms of trust that can have a direct impact on modal shift being realised or not.Original/valueContrary to previous research, this paper offers a novel perspective of modal shift by analysing power balances and trust between transport providers and shippers.Keywords: Modal shift, power bases, environmentally sustainable logistics, supply chain collaboration. 1. Purpose of this paperFor logistics to become environmentally sustainable, modal shift from road to more energy-efficient alternatives, such as rail and sea, is needed (Regeringskansliet, 2018). This is a preferable choice in the direction of reducing both climate impact from transportation, as well as congestion on roads. Since de-speeding logistics is found to be a cost-effective way to decrease CO2 emissions (McKinnon, 2016), rail and sea transport should be an attractive option for companies striving towards environmental sustainability.In the light of this, it is somewhat discouraging to find that a shift on modes from road to rail and sea is slow. One reason for this slow progress is that decisions regarding which mode of transport to use are not taken by individual actors. On the contrary, several actors influence the decision, which makes the decision-making process more complicated. Key actors are companies sending and receiving goods (shippers) and transport providers, that arrange and execute the transport. This paper takes its starting-point in these two groups of actors: the shipper and the transport provider. Shippers are of large relevance as they are the ones with a demand of transports and with requirements linked to these. Influencing factors underlying the choice of transport are cost, transport quality, transport time and reliability (Flodén et al., 2017). Transport providers, on the other hand, respond to shippers demands, as a majority of shippers sub-contract their transport operations through a third party (Lammgård and Andersson, 2014). To obtain modal shift in shippers’ supply chains to a larger extent, change is needed. Such change requires the participation of both shippers and transport providers and interaction between them is a prerequisite for success. Two critical change management principles, influencing the interaction between actors, are power and trust. Power balances between actors may both drive and hinder the collaboration necessary to induce change. At the same time, trust is likely to be of importance as an enabler for modal shift. The purpose of this paper is to increase the understanding of how power balances and trust between shippers and transport providers influence a change from road to more environmentally sustainable modes of transport.2.  Design/methodology/approachThis paper combines theoretical perspectives with preliminary interviews with both shippers and transport providers involved in modal shift. Theoretically, it builds on change management principles and two inter-organisational perspectives, namely power and trust. Firstly, organisational change can be divided into three phases: unfreeze, change and refreeze (Fawcett et al., 2012). In this paper, two of these phases – the unfreeze and refreeze phase - are in focus, as they are the ones where power and trust are most likely to influence the potential for modal shift. Power is suggested to entail "the ability to evoke a change in another's behavior" (Gaski, 1984, p. 10). Power is relationship-specific and an actor with high power over another in one relationship, might be at a power disadvantage in another relationship. Power can be said to stem from power bases possessed by the actors in a relationship. A commonly applied framework for such bases is the one suggested by French and Raven (1959), who propose five power bases: reward, coercive, expert, referent and legitimate power. Reward power means an ability to mediate rewards to a target actor; coercive instead includes punishment to that target; expert power means a skill or knowledge desired by the target; referent power occurs when the target values identification with the source, and; legitimate power entails a belief by the target that the source has a natural right to influence. In addition to these five power bases, supply chain position is suggested to be of relevance and not covered by French and Raven (1959). According to Kähkönen and Lintukangas (2010), customers often have power over suppliers. Trust can be defined as “an expectation held by an agent that its trading partner will behave in a mutually acceptable manner” (Sako and Helper, 1998, p. 388). According to Sako (1992), there are three different types of trust: contractual, competence and goodwill. Contractual trust means a belief that collaborating actors will stay true to the contract, while competence trust entails a belief that a collaborating actor has the ability to conduct specific tasks. Finally, goodwill trust occurs when actors are willing to exceed the expected contractual agreements. The three types of trust can be said to be levels of trust, where contractual trust is the lowest level, but as relationships develop, trust also can develop and turn into competence trust or goodwill trust. Empirically, the paper relies on preliminary findings from interviews with shippers and transport providers. The interviews have focused on actor collaboration for modal shift to take place and have identified both possibilities and difficulties in the different stages of change that modal shift entails.3.  Findings  The results suggest that power balances and trust do indeed have an influence on the probability of modal shift possibilities, albeit they have different impact during the different phases of change. In the unfreeze phase, the initiating actor needs to have power advantage over the other actor, as this appears to be necessary for change to take place. In other words, modal shift does not appear to happen by itself, and therefore some degree of power advantage is needed. The power advantage appears to derive mainly from expert power, coercive power or supply chain position. Interestingly, these power bases can be of different relevance depending on whether the initiating actor is the transport provider or the shipper in a relationship between the two actors. Further, some level of trust between the transport provider and the shipper is needed, but especially in the case of new relationships, this trust is not likely to be more than in the form of contract trust. As change has been done and the next step is the refreeze phase, the challenge lies in maintaining the model shift. Here, trust becomes of higher importance than power. If competence trust or even goodwill trust have developed, there is high likelihood of a long-term change. However, if trust has not developed and sufficiently, there might instead be a high likelihood of the change to sustain.4.  Research limitations/implicationsThis paper is mainly conceptual, but draws on insights from preliminary interviews with shippers and transport providers. Case studies of companies or dyads that have changed from road to rail or sea would be fruitful to validate the findings presented in this abstract. 5.  Practical implicationsActors, whether being transport providers or shippers, that want to initiate a change toward modal shift, can benefit from the findings. Specifically, they illuminate power bases and different forms of trust that can have a direct impact on modal shift being realised or not.6.   Originality/value  Contrary to previous research, this paper offers a novel perspective of modal shift by analysing power balances and trust between transport providers and shippers.
  •  
27.
  • Rogerson, Sara, et al. (författare)
  • The influence of power and trust on the initiation and duration of modal shift solutions
  • 2021
  • Ingår i: Sustainability. - : MDPI. - 2071-1050. ; 13:7
  • Tidskriftsartikel (refereegranskat)abstract
    • Modal shift to more energy-efficient alternatives, such as from road to rail or sea, is one path to reduce negative environmental effects. Transport providers and shippers have crucial roles in modal choice decisions, and a better understanding of the influence of interorganisational factors on modal shift is needed. The purpose is to increase the understanding of opportunities for modal shifts by exploring the influence of power and trust at the interface between transport providers and shippers. Aspects of power (coercive, reward, legitimate, expert and referent) and trust (con-tractual, competence and goodwill) influencing modal shifts were identified from interviews with shippers and transport providers in Sweden. During the initiation phase of modal shift, power ap-pears more important, while trust is shown essential for the duration. By proactively suggesting modal shift, transport providers can use expert power to create rewards and referent power, through recognition of their expertise. Building trust, particularly goodwill trust, such as time in-vested in understanding the other party, transparency about challenges and jointly seeking solu-tions, is key to establish long-term modal shifts. This paper contributes to modal shift literature with insights on power balances and trust between transport providers and shippers. © 2021 by the authors. 
  •  
28.
  • Rogerson, Sara, et al. (författare)
  • Ways to achieve an increased use of inland water-way transport
  • 2020
  • Ingår i: 32nd Annual Conference for Nordic Researchers in Logistics (NOFOMA), Reykjavik/Online, 17-18 September.
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • Although a modal shift from road to water is a prioritised strategy outlined on member state and European Union levels, inland waterways are underutilised in large parts of the EU, while other areas face a challenge of competing with attractive road solutions. Thereby, there is a large potential in developing tools facilitating an increased usage of inland waterway transport. The purpose is to identify and structure key activities by various actors to realise modal shift to inland waterways. A multiple case study approach was applied, including five cases in the North Sea Region. To capture key activities, workshops, interviews and field observations were conducted. Activities to realise a modal shift was categorised according to four principal and two integrated cross-cutting themes. The process varies between actors and cases in terms of order, level of parallel tasks, number of iterations etc. Different actors can have a leading role in the modal shift process. Realisation of large-scale modal shift requires multi-actor engagement, openness for emergent solutions as well as long-term endurance. Further research could include examples outside the North Sea region. Both industrial actors and governmental organisations can apply the outlined activities. The principal and integrated themes are important to consider, and the activities described can be used as a toolbox, applicable depending on prerequisites in different situations. Earlier studies have described various barriers for a modal shift to IWT. This paper focuses on activities to realise a modal shift. A conceptual model is proposed, drawing from practice in five countries.
  •  
29.
  • Roso, Violeta, 1970, et al. (författare)
  • Drivers and Barriers for Inland Waterway Transportation
  • 2020
  • Ingår i: Operations and Supply Chain Management. - : OSCM Forum. - 1979-3561 .- 2579-9363. ; 13:4, s. 406-417
  • Tidskriftsartikel (refereegranskat)abstract
    • Inland waterway transportation (IWT) in Sweden could be a substitute for road transports with the prospects of improving the environmental performance. Sweden currently has no systematic strategies or policies for transports on inland waterways (IWW), and despite available capacity the waterways are barely utilized. In the Netherlands, for example, the IWW capacity is embedded in the transport system and utilized to a large extent. For a successful modal shift it is important to understand the drivers and barriers for the shift and develop strategies to leverage the drivers and mitigate the barriers. This study aims to identify drivers and barriers for IWT based on successful benchmark cases in the Netherlands. Furthermore, based on the learning from these benchmarks the study aims to point out strategic actions for Sweden regarding IWT. The data for this study was collected from IWT organizations, shippers and local administrations in the Netherlands. The results showed that main drivers for IWT are congestion relief, cost reduction and lower environmental impact. On the other hand, main barriers are slow pace of development, high investment costs and poor hinterland connectivity. For a successful modal shift in Sweden, it is crucial to prepare governmental support, a change in stakeholders’ mindset, decisive attitude to modal shift process and a strong long-term perspective.
  •  
30.
  • Roso, Violeta, 1970, et al. (författare)
  • Drivers and Barriers for Inland Waterway Transportation–Lessons Learnt
  • 2019
  • Ingår i: Proceedings of the 9th International Conference on Operations and Supply Chain Management, Vietnam, 2019. - 9786027060470
  • Konferensbidrag (refereegranskat)abstract
    • Inland waterway (IWW) transportation in Sweden could be a substitute for road transports with the prospects of improving the environmental performance. For a successful modal shift it is important to understand the drivers and barriers for the shift and develop strategies to leverage the drivers and mitigate the barriers. This study aims to identify drivers and barriers for IWW transportation based on successful benchmark cases in the Netherlands. Furthermore, based on the learning from these benchmarks the study aims to point out strategic actions for Sweden regarding IWW.  The results showed that main drivers for IWW are congestion relief, cost reduction and lower environmental impact. On the other hand, main barriers are slow pace of development, high investment costs and poor hinterland connectivity. For a successful modal shift in Sweden, it is crucial to prepare governmental support, a change in stakeholders’ mindset, decisive attitude to modal shift process and a strong long-term perspective.
  •  
31.
  • Sallnäs, Uni, 1981-, et al. (författare)
  • The influence of power and trust on potential for modal shift
  • 2019
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • PURPOSEIt is well-recognised that logistics and transports cause large negative environmental effects and there are a number of environmental practices suggested to decrease these effects and lead to more sustainable logistics. One of these is modal shift, from for example road to more energy-efficient alternatives, such as rail and sea. A difficulty with such a shift is the many actors that need to be involved in order to induce and maintain change. Both shippers and transport providers have crucial roles in inducing and maintaining modal shift. Transport providers respond to shippers' demands. Transport providers may suggest transport solutions using rail and sea, but shippers ultimately make the decision, and may need to change how they formulate their needs or control transport providers. Thus, inter-organisational aspects such as power balances and trust between actors likely have an impact on potential for modal shift. The purpose is therefore to explore how power balances and trust between shippers and transport providers influence a shift from road to more environmentally sustainable modes of transport.RESEARCH APPROACHDrawing on inter-organisational theories, aspects of power and trust that can have an impact on modal shift potentials are identified, including a number of power bases. Interviews with shippers as well as logistics service providers provide the empirical basis for the paper.FINDINGS AND ORIGINALITYFindings point to both trust and power as highly relevant aspects of inter-organisational interaction in the context of modal shift. In terms of power, possession of a number of power bases, such as expert power and referent power, by shippers and transport providers are important. Further, these power bases are of more importance in the initial stages of modal shift, i.e. as facilitators to induce change, than later on in the process. Trust, on the other hand, appears to be equally important to induce and maintain a shift in modes. While trust appears only as an enabler of modal shift, power bases can act as both enablers and barriers.RESEARCH IMPACTThis research contributes to the green logistics literature in that it addresses modal shift. While drivers and barriers to modal shift for individual actors have been described in earlier literature, this paper addresses the need for interaction between shippers and transport providers. Specifically, the influence of power and trust on the potential for modal shift is outlined.PRACTICAL IMPACTThe identification of aspects of trust and power balances in this context may have a direct impact on modal shift being realised or not. For the actors directly involved in the modal shift, i.e. shippers and transport providers, the results will increase the understanding of what facilitates and hinders modal shift to more energy-efficient modes of transport. For policy-makers, which have a clear aim towards a modal shift of goods flows to rail and sea, the increased understanding of the importance of inter-organizational aspects impact on modal shift is valuable when directing new policies.
  •  
32.
  • Sallnäs, Uni, 1981-, et al. (författare)
  • Trusting the power : Facilitating a modal shift in relationships between shippers and logistics service providers
  • 2022
  • Ingår i: Research in Transportation Business and Management (RTBM). - : Elsevier Ltd. - 2210-5395 .- 2210-5409.
  • Tidskriftsartikel (refereegranskat)abstract
    • Shifting freight transport from roads to more energy-efficient modes of sea and rail, i.e., a modal shift, is essential to reducing emissions from transport. Two actors influencing the rate of transition to such modes are logistics service providers (LSPs) and shippers. In their relationships, power and trust are vital interorganisational factors that need to be managed. The purpose of this paper is to examine how the existence and use of power and trust and their interplay can facilitate a modal shift in the ongoing relationships between shippers and LSPs. The research is based on an in-depth qualitative case-study of two cases, each consisting of the relationship between a retailer and an LSP. Empirical data was collected through semi-structured interviews, and the analysis was guided by three dimensions of power (resources, processes and meaning) and three types of trust (contractual, competence and goodwill). The results show that power and trust do, indeed, exist and influence modal shift solutions in shipper–LSP relationships. Alignment between shippers and LSPs is found to be vital in terms of the perceptions and values needed to strengthen the power of meaning, and in terms of the processes and participation needed to strengthen the power of processes. Trust is a facilitating factor in both instances, and it also works as a mediating factor in any asymmetry between the power of shippers' resources and LSPs. © 2022 The Authors
  •  
33.
  • Santén, Vendela, et al. (författare)
  • A modal shift to inland waterways : Actor perspectives on alternative business concepts
  • 2020
  • Ingår i: international journal of logistics research and applications. ; 23:2
  • Tidskriftsartikel (refereegranskat)abstract
    • Road haulage causes undisputed negative environmental impact in terms of CO2-emissions, noise, infrastructure damage, congestion, road accidents and is energy intensive. At longer transport distance (e.g. trans-ocean) maritime transport is preferable as it is more cost efficient. At shorter distances, there are financial, operational, market-related and regulatory issues that make waterway transport less attractive. Meanwhile, as waterway transport is favorable from an environmental perspective, the support for modal shift from road to sea has become an integral part of transport policy both at EU-level and in several countries across Europe. Among the different types of shipping (trans-ocean, short-sea, coastal), inland shipping is of particular importance when it comes to reduce congestion on roads. Ports are most often located in or near large cities, which in particular causes congestion on access roads to ports and the cities, and also in the countries in general. Hence, whereas cost is a barrier that must be overcome, using inland waterway transportation (IWT) is preferable from an environmental perspective, and a modal shift is a highly prioritized issue by governments. In some central European countries, IWT is well developed, while in countries such as Sweden, the share of inland shipping is very low, < 1%, and with no or little container traffic. With well-functioning fairways in inland waterways in Sweden, there is a large potential for increasing its utilization.
  •  
34.
  • Santén, Vendela, 1978, et al. (författare)
  • A modal shift to inland waterways: Actor perspectives on alternative business concepts
  • 2019
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • Road haulage causes undisputed negative environmental impact in terms of CO2-emissions, noise, infrastructure damage, congestion, road accidents and is energy intensive. At longer transport distance (e.g. trans-ocean) maritime transport is preferable as it is more cost efficient. At shorter distances, there are financial, operational, market-related and regulatory issues that make waterway transport less attractive. Meanwhile, as waterway transport is favorable from an environmental perspective, the support for modal shift from road to sea has become an integral part of transport policy both at EU-level and in several countries across Europe. Among the different types of shipping (trans-ocean, short-sea, coastal), inland shipping is of particular importance when it comes to reduce congestion on roads. Ports are most often located in or near large cities, which in particular causes congestion on access roads to ports and the cities, and also in the countries in general. Hence, whereas cost is a barrier that must be overcome, using inland waterway transportation (IWT) is preferable from an environmental perspective, and a modal shift is a highly prioritized issue by governments. In some central European countries, IWT is well developed, while in countries such as Sweden, the share of inland shipping is very low, < 1%, and with no or little container traffic. With well-functioning fairways in inland waterways in Sweden, there is a large potential for increasing its utilization.
  •  
35.
  • Santén, Vendela, et al. (författare)
  • Aktörssamverkan för överflytt av gods till energieffektivare trafikslag : betydelsen av förtroende och makt
  • 2021
  • Rapport (populärvet., debatt m.m.)abstract
    • Aktörssamverkan är av stor vikt för att kunna realisera överflytt från godstransporter på väg till mer energieffektiva trafikslag, t.ex. järnväg och sjöfart, vilket är viktigt för att nå långsiktiga samhällsmål mot fossilfrihet. Beslut om trafikslag tas inte av enskilda företag utan flera aktörer påverkar valet, där varuägare, som behöver skicka varor, och transportleverantörer, som arrangerar och utför transporter, är centrala för beslutet. Denna rapport bidrar till ökad kunskap om drivkrafter och hinder för överflytt med fokus på samverkan mellan varuägare och transportleverantörer. Rapporten beskriver resultaten från forskningsprojektet ”Aktörssamverkan för överflytt av gods till energieffektivare trafikslag – betydelsen av förtroende och makt” som finansierades av Energimyndigheten och utfördes av SSPA och Linköpings universitet 2018-2021. Projektets syfte var att förklara hur aktörer, såsom varuägare och transportleverantörer, genom samverkan kan realisera överflyttning av gods från väg till de energieffektivare trafikslagen järnväg och sjö. Ett flertal fallstudier och intervjuer har genomförts med såväl varuägare som transportleverantörer. Framförallt har intervjuerna analyserats med avseende på maktbalans och förtroende.En stor del av rapporten redogör för hur makt och förtroende påverkar möjligheterna att genomföra överflytt. Flera exempel ges på användning av makt och förtroende för att realisera överflytt från väg till energieffektivare trafikslag. Framförallt är makt viktigare vid initiering av överflytt och förtroende viktigare för långsiktig etablering. Både varuägare och transportleverantörer kan initiera överflytt, där de kan använda maktövertag till att lyfta fram och pusha för järnväg och sjö. Förtroende i termer av öppenhet och att parterna investerar i relationen är särskilt viktigt för långsiktiga lösningar.Samsyn mellan varuägare och transportleverantör beträffande mål och värderingar med avseende på miljöambitioner och nytänkande ger bättre förutsättningar för att få till stånd överflytt eftersom båda parter strävar i samma riktning. Varuägare och transportleverantörer rekommenderas därför att välja en partner vars mål och värderingar överensstämmer med ens egna. Gemensamma processer kan med fördel användas för att öka medvetenhet kring överflyttsmöjligheter. Varuägare och transport-leverantörer rekommenderas att involvera många deltagare från båda organisationer. Specifikt kan involvering av transportleverantörerna i ett tidigt skede av upphandlingsprocessen, möjliggöra överflytt genom att kravställningen formuleras så att den inte hindrar förslag på tåg eller sjöfarts-lösningar. Även insatser för att öka förståelsen för varandra, såsom kunskapsutbyte mellan varuägare och transportleverantörer, bygger förtroende och ett klimat där överflyttsförslag lättare kommer fram.I rapporten redovisas även ett antal räkneexempel på energieffektivisering och klimatbesparing (minskning av CO2-utsläpp) som kan uppnås vid en överflytt från väg till sjöfart eller järnväg.
  •  
36.
  • Santén, Vendela, et al. (författare)
  • Empty Container Repositioning
  • 2023
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Although some movements of empty containers are needed due to imbalances between inbound and outbound goods flows in specific geographical areas, the transport of empty containers could be performed more efficiently. This report outlines results from the project “Increasing transport efficiency through reducing positioning of empty containers” performed during 2020-2023 by RISE and Chalmers, and financed by the Swedish Energy Agency. The purpose of the project was to contribute to increasing transport efficiency by understanding how empty container repositioning can be reduced and made more efficient in the Swedish transport system. To provide increased understanding regarding current practices and possible improvement areas, the report describes empty repositioning of containers in the inland container transport, and highlights drivers and barriers to minimize and make empty repositioning more efficient. Data on empty container movements in ports and by truck provide increased understanding of the current state. However, available data only offer partial views of empty container movements. Therefore, an empty trip model was constructed to help understand the proportion of containers that are transported empty between various origin-destination pairs, drawing on the Swedish road goods transport data from Trafikanalys. Several recommendations are made for how to improve data on empty container movements, for example differentiating between 20 and 40 feet containers. Also, this report details strategies for either reducing the empty container repositioning or making it more efficient within the national transport system, with a focus on: a) increased reutilization of containers and b) an increased share of rail compared to truck transport. Reutilization involves matching import and export containers to a larger degree, for example facilitated by extended storage of containers, and also how demands in various regions can be matched more efficiently, where some geographical areas are import dominated and others export dominated. The improvement potential in terms of cost and emissions have been calculated, simulating transport data in specific case studies. One simulation concerned reducing empty container repositioning locally, comparing the current situation with improvements in terms of street turns and extended storage given different collaboration levels. The extended storage scenario delivered the best results, as it significantly increased the likelihood of finding export cargo for an emptied import container. Another simulation considered empty container movements between Swedish inland terminals, identifying a large potential for both reutilization locally and triangulation between terminals compared to the current situation. The report further outlines the outcome of a Multi-Actor-Multi-Criteria-Analysis, where opportunities to reduce empty container repositioning in the hinterland of a port were considered from several stakeholders’ perspectives: shipping lines, transport operators, inland terminals, forwarders, ports and cargo owners. The scenarios evaluated were a) Time Flexibility, where additional days were allowed to find matching export cargo for an emptied import container, b) Container Sharing, where implications of allowing matching of containers of shipping lines in the same alliance were explored, and c) Data Sharing, where increased transparency regarding containers available for export in the inland was explored. The stakeholders preferred different scenarios, and details explaining their reasoning is provided. Drawing on the insights regarding current practices and possible improvement areas, recommendations to industry and authorities are provided. Widespread collaboration between stakeholders is needed, even so, all stakeholders can take action to create better conditions for empty container repositioning. Smarter tools for planning is one example.
  •  
37.
  • Santén, Vendela, 1978, et al. (författare)
  • INFLUENCING LOAD FACTOR IN TRANSPORT OPERATIONS: A LITERATURE REVIEW
  • 2014
  • Ingår i: Proceedings of the LRN Conference, Huddersfield, 3-5 September 2014.
  • Konferensbidrag (refereegranskat)abstract
    • Purpose: One key variable for improving efficiency in freight transport systems is to increase the load factor; the ratio of the actual load carried to the maximum load that could have been carried. A high load factor in transport operations is of interest for several reasons; to lower costs and to reduce environmental impact. Shippers have a large influence on transport operations e.g. through choices concerning packaging, loading and planning. Therefore, it is of interest what opportunities there are for shippers to improve load factor. Meanwhile, there are few studies focusing on load factor. Since load factor is often one of many aspects examined when discussing wider topics, such as transport efficiency, the research on load factor is dispersed. Thus, it is difficult to get an overview of the subject, in particular to identify opportunities from a shipper’s perspective. To address the lack of overview of research on load factor as well as how specific actors, in particular shippers, can increase load factor, the purpose of this paper is to structure how academic literature has described how load factor can be influenced, with a specific focus on the role of shippers.Research approach: An extensive literature search in scholarly journals was performed on load factor terms using Summon search tool. A total of 473 articles were identified, where 29 articles discussed factors that influence load factor (determinants). Literature was categorized according to focus on load factor, actor perspective, mode of transport covered, how load factor is measured and determinants of load factor.Findings and Originality: The literature review identifies determinants of load factor within warehousing; order and delivery; packaging and loading; transport operations; information sharing and IT; and regulations. Surprisingly few studies discuss determinants, especially from the perspective of a shipper. The literature review shows a lack of detailed descriptions of determinants of load factor. Also, it is difficult to gain reliable data about load factor and consequently also compare results between studies. Suggested research areas include how shippers can increase load factor in their transports, detailed descriptions of how determinants influence load factor as well as how load factor performance can be measured; e.g. through standardized measuring methods. This research is unique since it is the first, to our knowledge, review on determinants of load factor.Research impact: This literature review contributes with an overview of the dispersed research on load factor, structured according to determinants of load factor. Areas of interest for future research are suggested.Practical impact: The overview of determinants is useful for shippers, specifically logistics managers in order to gain understanding of their role when aiming for improved load factor.
  •  
38.
  • Santén, Vendela, et al. (författare)
  • Innovativa logistikkoncept för ökad kust- och inlandssjöfart
  • 2021
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Forskningsprojektet InLog (Innovativa logistikkoncept för ökad kust- och inlandssjöfart) har pågått mellan november 2017 och juni 2021 med syfte att utveckla innovativa logistikkoncept för ökad inlands- och kustsjöfart. Projektledare var SSPA med Göteborgs universitet som forskningspartner och industriellt deltagande från Avatar Logistics och Seadvise. Målet var att bidra till att accelerera den från myndigheter och samhälle önskvärda överflytten av gods från land till sjö. Arbetet har inkluderat 12 studier inom affärsmodeller, regelverk och incitament, fartygskoncept och godsflödeskaraktäristik, vilka har rapporterats i ett antal artiklar, på konferenser och i separata rapporter, varav fyra examensarbeten. Denna rapport inkluderar en översikt av arbetet, samt summerar de mest centrala bidragen och rekommendationer för aktörer. Avatar Logistics och Seadvise representerade två fallstudier inom ramen för projektet, där forskarna på nära håll kunnat följa de två entreprenörernas arbete i att starta upp inlandssjöfart i Sverige, med fokus på containertransporter mellan Göteborg och specifika inlandshamnar i Göta Älv och Vänern. Utöver projektparter har det varit centralt för projektet att involvera ytterligare nyckelaktörer för att fånga upp deras perspektiv och erfarenheter in i projektarbetet. Både myndigheter, rederier, hamnar, speditörer och varuägare har involverats i en referensgrupp. Ett exempel på hur aktörernas perspektiv fångades upp var genom en MAMCA (Multi-Actor-Multi-Criteria-Analysis) där tre logistikalternativ på Göta Älv och Vänern jämfördes utifrån unika kriterier som togs fram för varje aktörsgrupp. Alla aktörsgrupper bedömde ett av logistikalternativen på de inre vattenvägarna att föredra jämfört med nuläget. Då flest aktörer föredrog den ”Emissionsfria hamnskytteln”, beslutades att undersöka detta koncept i mer detalj, vilket ledde fram till utformandet av ett elektrifierat fartygskoncept. Trots att två entreprenörer med starka drivkrafter och tydliga ambitioner att starta upp operationer på Göta älv och Vänern fanns under projekttiden, så visade sig förutsättningarna inte vara de rätta för att faktiskt komma i gång. Erfarenheter från dessa två fallstudier visar på komplexiteten i denna fråga varav lärdomar kan dras inför framtida utveckling av inlandssjöfart. Att som enskild entreprenör driva en realiseringsprocess är en utmanande process. Det är tydligt att nya transportupplägg behöver stöd i det mycket svåra inledningsskedet. Alla nyckelaktörer har viktiga roller i att medverka till att realisera inlandssjöfart. Myndigheter behöver sporra trafik på inre vattenvägar genom att stödja inlandssjöfart i regelverk (t.ex. avseende lots), fortsätta med samordningsaktiviteter och följa uppsatta mål. Hamnar behöver skapa konkurrenskraftiga förutsättningar och driva frågan som en nyckelaktör. Transportutförare (rederier) behöver fortsätta marknadsföra inlandssjöfart och visa upp att det finns hållbara och tillförlitliga lösningar. Varuägare behöver visa vilja att testa inlandssjöfart och lägga över godsvolymer. Speditörer bör marknadsföra alternativ på inre vattenvägar vilket ger ökat godsunderlag. Långsiktig hållbarhet bygger på en bred uppslutning bakom inlandssjöfart som ett viktigt alternativ i det svenska transportsystemet. rojektet har identifierat ett antal områden som viktiga att fokusera på i framtida projekt för att möjliggöra realisering av logistikkoncept i inlands- och kustsjöfart. Däribland föreslås studier inom andra transportsegment, analys av nya initiativ kring roll-, och riskfördelning för att nå en hållbar affärsmodell, bredare analys av varuägarens perspektiv och politiska åtgärder för inlands- och kustsjöfart.
  •  
39.
  • Santén, Vendela, et al. (författare)
  • Modal shift to inland waterway transport : Five case studies in the North Sea Region
  • 2021
  • Ingår i: European Journal of Transport and Infrastructure Research. - : TU Delft. - 1567-7133 .- 1567-7141. ; 21:4, s. 43-61
  • Tidskriftsartikel (refereegranskat)abstract
    • Modal shift from road to water is a strategy prioritised by both the European Union and many of its member states. However, inland waterways remain underutilised in most member states, and even the small number of countries in which inland waterway transport is well established, the sector faces fierce competition from road-based solutions. There is potential to develop tools and strategies for expanding the use of inland waterways by better understanding what activities key actors can rely on to facilitate modal shift. In this multiple-case study, we identify activities that actors perform to realise modal shift to inland waterways in five cases from the North Sea Region, by conducting interviews, workshops, and field observations. In each case, the process of modal shift varied depending upon which actor initiated specific activities, the order of performing activities and the number of iterations required to advance. Activities revolved around understanding the current situation, identifying potential solutions, testing solutions and promoting solutions. Getting stakeholders on board and identifying goods flows were integrated in all themes. The structured and emergent approach were outlined, highlighting varying starting points (mature or immature market) and actor engagement (facilitating or initiating roles). Different actors could assume leading roles. Authorities can target initiatives and policies to form relevant alliances and support modal shift by approach, while practitioners can relate and be inspired by the described activities in the varying contexts and adhere to entrepreneurial roles. Realising large-scale modal shift requires multi-actor engagement, openness to emergent solutions and long-term endurance. © 2021 Vendela Santén, Sara Rogerson, Jon Williamsson, Johan Woxenius.
  •  
40.
  • Santén, Vendela, 1978, et al. (författare)
  • Shippers’ transport effciency: An approach for measuring load factor
  • 2018
  • Ingår i: Logistics Research. - : Bundesvereinigung Logistik (BVL). - 1865-035X .- 1865-0368. ; 11:1
  • Tidskriftsartikel (refereegranskat)abstract
    • One key aspect of effcient transport is load factor: the load carried compared to the maximum load that could be carried in a load unit (e.g. a vehicle). The purpose of this study is to develop an approach that will clarify and describe ways in which shippers can measure load factor. Drawing on existing literature and understanding gained from empirical data the proposed approach uses the load factor model, which structures measurement of load factor overall and at several levels (packaging, shipping, vehicle, fleet) as the ratio of required to available capacity. Shipping level includes utilization of purchased capacity, which is of special interest to shippers. For applying the model in practice, calculation methods linked to availability of data are presented. Calculations of volumetric load factor from two cases illustrate the methods. This paper’s detailed descriptions of how shippers can measure load factor provide calculation structure as well as transparency. Measuring load factor is of interest to evaluate effciency, particularly since load factor is related to transport costs and environmental performance.
  •  
41.
  • Strokirk, Cecilia, et al. (författare)
  • Nyttan med svenskflaggade fartyg och betydelsen av en ökad inflaggning för Sverige
  • 2022
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Shipping transport plays a crucial role in supporting the domestic and global trade and economic growth by handling nearly 90% of Sweden’s import and export, transporting millions of passengers. The Swedish shipping industry provides employment directly to more than thirty thousand people and in addition, significantly contributes to the total GDP of Sweden by generating over 85 billion SEK annually (NRIA Shipping 2021). Over the past few decades despite shipping’s substantial importance for Swedish economy, Swedish ship-owners have largely adopted a “flagging out” model by placing vessels under alternative flags, which provides cost savings by reducing tax payments as well as more flexible standards related to ship operations. Existing literature and industry reports suggest that a reduced national flagged fleet has disturbing long-term implications for Sweden, and there is a need to increase the size of Swedish-flagged fleet. However, there is a lack of clear evidence regarding the benefits and importance of an increased national fleet for Sweden. Hence, relying on the existing literature and interviews with experts from Swedish Maritime and Transport Agencies, Swedish Shipowners’ Association, ship-owners, and Swedish Navy this feasibility study aims to shed light on the benefits of Swedish-flagged ships and how increased flagging would affect Sweden as a nation and society from a broad perspective. The findings of this study show that the existence of a strong Swedish shipping sector is important from several perspectives. In a complex world with humanitarian crises, natural disasters, piracy, supply chain disruptions and wars, Sweden has an obligation to protect and assist both its own citizens, industries, and economy as well as its international partners all over the globe within its limited means. In addition, the Swedish fleet provides an infrastructure link between Sweden and the rest of the world, promotes maritime cluster formation in the country, boosts tax revenues and GDP, increases employment opportunities, and contributes to Swedish industry’s globalized supply chains. Moreover, a competitive and sustainable Swedish fleet can assist Sweden in achieving national and global sustainable development goals (SDG). The SDGs are a global call for action to protect the planet, ensure better lives for all people and ascertain economic growth, peace, and prosperity. Similarly, one of the main goals set by the government of Sweden is to become world’s first fossil free welfare nation. A sustainable Swedish-flagged fleet is an important enabler to achieve the government’s business policy goal of strengthening Swedish competitiveness and creating conditions for more jobs and growing Swedish companies and economy. For Sweden to achieve an efficient and climate-smart transport system, all modes of transport need to be used in the best way. Sweden has also stated a clear goal in the national freight transport strategy to move goods from road transport to rail and sea. Shipping is an energy efficient transport mode. A shift from road haulage to shipping can relieve the heavily loaded road infrastructure to a greater extent and can thus reduce congestion, traffic accidents, longer wait times, noise, and emissions. A modal shift to shipping as a result can support the national and European policy of moving goods from road to sea. A positive outcome of using more shipping compared to trucking is that society does not have to spend as many resources on construction and maintenance of the road infrastructure. The findings of this study indicate that the Swedish government can play an important role to attract more vessels to use Swedish flag by providing a long term and consistent business conditions for the maritime industry. In our research Tax “Stämpelskatt” appears to be one of the key factors which makes Swedish flag unattractive for ship-owners who want to register their vessels in Sweden. Several scientific articles, reports and examples from other EU member states emphasize that tax exemptions and state subsidies for maritime transport are pivotal to form maritime clusters that in turn outweigh the reduction in tax revenues from shipping following tax relaxation, offering various socio-economic benefits in form of more jobs and a strong economic growth. Among other measures, the establishment of second ship registers is one of the most effective ways to increase the Swedish-flagged fleet, as shown by the success of Norwegian and Danish international ship registers. The Swedish state must understand that a Swedish-flagged fleet is a market issue and that the terms and conditions offered by the state both affect and determine who can do business in the market.
  •  
42.
  • Styhre, Linda, et al. (författare)
  • Aktörssamverkan för ökad och hållbar närsjöfart
  • 2022
  • Rapport (refereegranskat)abstract
    • Syftet med denna rapport är att förstå hur en ökad och hållbar containeriserad närsjöfart kan uppnås med utgångspunkt i hur rederier, varuägare, speditörer och hamnar i aktörssamverkan kan utveckla konkurrenskraftiga transportlösningar.En modell för aktörssamverkan har utvecklats som tillsammans med ökad förståelse för aktörernas roller och relationer samt krav på leveransservice och miljö, resulterat i slutsatser och rekommendationer för att närsjöfarten ska kunna nyttjas i större utsträckning samt möjliggöra initiativ för en hållbarare sjöfart.
  •  
43.
  •  
44.
  • Svanberg, Martin, et al. (författare)
  • Flytande hamnar : en hållbar innovation till havs för hantering av container och förnyelsebar energi
  • 2024
  • Ingår i: Sammanställning av referat från Transportforum 2024. - Linköping : Statens väg- och transportforskningsinstitut. ; , s. 382-383
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • Forskning och utveckling av flytande hamnar har tagit fart utifrån världshandelns behov av välfungerande effektiva hamnar som centrala logistiknoder. Containerfartygen växer i storlek och mer volymer behöver tas om hand i hamnarna samtidigt som högre krav ställs på service och effektivitet. I den gröna omställningen behöver hamnarna inte bara agera logistiknod, utan även energinod. I ett pågående forskningsprojekt undersöker en svensk entreprenör, Sea technology, möjligheterna med att utveckla konceptet och utvärderar hur en sådan flytande terminal skulle kunna användas ett par mil ut från kusten i svenska vatten. Affärsmodellen bygger på att terminalen ska hantera upp till 5 miljoner TEU årligen och även kunna fungera som energihubb. Detta innebär både en stor investering, och för en fungerande affärsmodell krävs att terminalens verksamhet anpassas till övriga aktörer i systemet, såsom rederier som ska anlöpa hamnen och mindre hamnar till vilka feeder-fartyg ska transportera containers. Syftet med denna studie är därför kartlägga hur en effektiv flytande hamn kan fungera i ett systemperspektiv i svenska farvatten.  Presentationen bygger på de preliminära resultat som är finns i studien. En strukturerad omvärldsanalys är gjord, både med avseende på vetenskaplig litteratur och grå litteratur. Projektet har karaktäriserat de industriella initiativ som funnits det senaste årtiondet kring flyta containerterminaler och energi-öar runt om i världen, och kartlagt barriärer och drivkrafter. Presentationen innehåller även en preliminära resultat av system-ekonomin för en flytande hamn. En systematisk kartläggning har även gjorts kring de funktioner en flytande hamn ska ha. Baserat på intervjuer beskrivs aktörskraven på den flytande hamnen.  Det finns tydliga drivkrafter för flytande hamnar. För container är det främst miljövinster, god system-ekonomi under rätt förutsättningar och säkerhetsfördelar. För energi kan en flytande hamn ge ökad hållbarhet och energisäkerhet, och myndigheter är tydligt pådrivande i att konceptet ska realiseras i exempelvis Nordsjön. Samtidigt finns det många barriärer mot att använda sig av flytande hamnar, både för container och energi, då det kräver stora investeringar och är en stor systemomställning som måste möjliggöras genom att flera olika typer av aktörer ställer om sina verksamheter delvis.  
  •  
45.
  • von Wieding, Sönke, et al. (författare)
  • Framtidens moderna intermodala logistiknoder - kunskaps- och utvecklingsbehov
  • 2023
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Modern intermodal nodes of the future – Requirements on knowledge and developmentThe purpose of the project was to compile existing knowledge to analyze the function, design, and organization of intermodal nodes, as well as identify gaps for future research within Trafikverket’s research program and serve as a basis for Trafikverket's strategic work. The project uses both literature reviews and empirical studies through workshops with experts. The project has five main results:1. Criteria are proposed to define sustainable intermodal nodes aimed at promoting economic, social, and environmental goals for authorities, cargo owners, and carriers. The aim is to identify challenges and areas where nodes can improve their sustainability to avoid sub-optimization.2. A two-dimensional matrix is proposed to categorize intermodal nodes according to their role in society's goods supply, as well as the local economy and environment.3. Various organizational forms for nodes are described, including terminals and associated logistics areas that can be owned and managed by public, private, or combined entities.4. A discussion on how technological innovations such as electrification, digitization, and automation can affect intermodal nodes in the future.5. Opportunities and needs for further work and research in the field are presented
  •  
46.
  • Williamsson, Jon, 1978, et al. (författare)
  • Barriers and Drivers to the Implementation of Onshore Power Supply-A Literature Review
  • 2022
  • Ingår i: Sustainability. - : MDPI AG. - 2071-1050. ; 14:10
  • Tidskriftsartikel (refereegranskat)abstract
    • Onshore power supply (OPS) reduces emissions from vessels docked in port. Historically, the uptake of OPS has been low, and research indicates that potential OPS adopters face multiple complex barriers. Based on a systematic literature review, this paper presents a framework for categorizing barriers and drivers to the implementation of OPS and identifies potential areas for future research. The review indicates that research on barriers to OPS was limited until 2019, when interest increased considerably, coinciding with mounting stakeholder concerns and regulatory pressure. The suggested framework divides barriers and drivers divided into four key categories: (i) technology and operations, (ii) institutional elements, (iii) economic elements, and (iv) stakeholder elements. The framework then superimposes those categories on three main areas of concern: port, transmission, and vessel. Research has identified potential solutions to specific barriers, but the complexity of OPS highlights the need for a collaborative approach to OPS. Additionally, as regulatory pressure is rising, more research is needed on the systemic implications of OPS as well as the potential use of incentives, pricing, and business models to tackle the high cost of implementation.
  •  
47.
  • Williamsson, Jon, 1978, et al. (författare)
  • Business models for dedicated container freight on Swedish inland waterways
  • 2020
  • Ingår i: Research in Transportation Business and Management. - : Elsevier BV. - 2210-5395 .- 2210-5409. ; 35
  • Tidskriftsartikel (refereegranskat)abstract
    • Modal shift from land to water is prioritized in transport policies throughout Europe. As indicated in earlier research on intermodal shift, new business models are needed for intermodal services to get a foothold in challenging markets. The purpose of the paper is to analyze business model development for inland waterway transport (IWT) in order to identify principal characteristics that support the switch from land to water. This paper reports on the development, and testing, of new business models for IWT services targeting containerized goods in West Sweden. The research is based on case studies of two recent entrepreneurial attempts to establish such services. From the case studies three business models were developed for stakeholders to evaluate. The tests were conducted through a stakeholder oriented multi-actor multi-criteria analysis (MAMCA). The results revealed strengths and weaknesses with the business models that have implications for the Swedish setting as well as general support for intermodal shift. The paper ends by discussing how stakeholders can support the development of viable business models for IWT. © 2020 Elsevier Ltd
  •  
Skapa referenser, mejla, bekava och länka
  • Resultat 1-47 av 47
Typ av publikation
konferensbidrag (17)
tidskriftsartikel (17)
rapport (10)
annan publikation (1)
doktorsavhandling (1)
licentiatavhandling (1)
visa fler...
visa färre...
Typ av innehåll
refereegranskat (26)
övrigt vetenskapligt/konstnärligt (19)
populärvet., debatt m.m. (2)
Författare/redaktör
Rogerson, Sara (27)
Santén, Vendela (21)
Rogerson, Sara, 1975 (20)
Williamsson, Jon, 19 ... (9)
Santén, Vendela, 197 ... (8)
Svanberg, Martin (7)
visa fler...
Woxenius, Johan, 196 ... (6)
Sallnäs, Uni, 1981- (6)
Johansson, Mats, 195 ... (5)
Andersson, Dan, 1966 (4)
Altuntas Vural, Cere ... (4)
Roso, Violeta, 1970 (3)
Finnsgård, Christian ... (3)
Costa, Nicole (3)
Abrahamsson, Anna (2)
Altuntas Vural, Cere ... (2)
Ekholm, Johan (2)
von Wieding, Sönke (2)
Dubois, Anna, 1962 (1)
Nilsson, Annika (1)
Sörensen, Gunilla, 1 ... (1)
Halldorsson, Arni, 1 ... (1)
Gonzalez-Aregall, Ma ... (1)
Bergqvist, Rickard (1)
Liljestrand, Kristin ... (1)
Winslott Hiselius, L ... (1)
Berg, Jessica, 1975- (1)
Hulthén, Kajsa, 1970 (1)
Sundquist, Viktoria, ... (1)
Styhre, Linda, 1975 (1)
Henriksson, Per, 196 ... (1)
Karlsson, Jenny (1)
Henriksson, Malin, 1 ... (1)
Janhäll, Sara, 1965- (1)
Bach, Andreas (1)
Raza, Zeeshan (1)
Sanchez-Diaz, Ivan, ... (1)
sanchez-Diaz, Ivan (1)
Besker, Terese (1)
Martinsen (Sallnäs), ... (1)
Sallnäs, Uni (1)
Linders, Torsten, 19 ... (1)
Williamsson, Jon (1)
Fager, Patrik, 1988 (1)
Kumar Kalahasthi, Lo ... (1)
Castrellon, Juan Pab ... (1)
Borgh, Martin (1)
Eriksson, Jenny, 197 ... (1)
Styhre, Linda (1)
Silvano, Ary P. (1)
visa färre...
Lärosäte
Chalmers tekniska högskola (22)
RISE (21)
Göteborgs universitet (11)
Linköpings universitet (7)
VTI - Statens väg- och transportforskningsinstitut (5)
IVL Svenska Miljöinstitutet (1)
Språk
Engelska (38)
Svenska (9)
Forskningsämne (UKÄ/SCB)
Teknik (43)
Samhällsvetenskap (14)
Naturvetenskap (1)

År

Kungliga biblioteket hanterar dina personuppgifter i enlighet med EU:s dataskyddsförordning (2018), GDPR. Läs mer om hur det funkar här.
Så här hanterar KB dina uppgifter vid användning av denna tjänst.

 
pil uppåt Stäng

Kopiera och spara länken för att återkomma till aktuell vy