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1.
  • 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)
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2.
  • 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).
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3.
  • Daun, Viktor, et al. (författare)
  • Demonstrating the use of urban and inland waterways – for densely populated cities and more sustainable transport
  • 2017
  • Ingår i: SSPA Highlights. ; 64, s. 8-11
  • Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)abstract
    • Demonstrating new logistics solutions is shown to be an important step for gaining understanding of system prerequisites for commercialisation, both with regard to technical issues such as vessel design characteristics and cargo­ handling equipment, and social matters such as the importance of practitioner involvement and the evaluation of performance criteria. SSPA demonstrated the use of urban and inland waterways as part of two large collaboration projects: DenCity and NÖKS II. This is a promising path for the future, both for managing the trend towards more densely populated cities and for using more sustainable transport solutions.
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  • Kjellsdotter Ivert, Linea, 1980-, et al. (författare)
  • Intressentanalys av Sveriges hamninfrastruktur
  • 2021
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • En välutvecklad hamninfrastruktur är en förutsättning för svenskt näringsliv såväl som för ett hållbart transportsystem. Det saknas likafullt kunskap om hur dagens hamninfrastruktur tillfredsställer samhällets behov nu och i framtiden. Med detta som bakgrund kartläggs i denna förstudie olika intressenters behov och önskemål. Vidare analyseras trender och framtida transportefterfrågan i termer av hur dessa kan komma att påverka Sveriges hamnar. Mer specifikt har tjugofyra intervjuer med hamnar, varuägare, rederier, speditörer, terminaloperatörer, hamnnära myndigheter samt regioner och kommuner genomförts. Vi har också gjort en genomgång av orsaken till den starka godsutvecklingen för sjöfart i Trafikverkets prognoser över godsvolymer år 2040 genom att titta på nedbrutna utdata och se hur dessa fördelar sig på olika varugrupper och hamnar.
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9.
  • Kjellsdotter Ivert, Linea, 1980-, et al. (författare)
  • Svenska hamnars roll i en cirkulär ekonomi
  • 2023
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • För att Sverige ska kunna nå målet om att bli ett av världens första fossilfria välfärdsländer krävs en omställning till ett fossilfritt transportsystem såväl som till en cirkulär ekonomi. Sjöfart har potential att matcha de behov som en ökad cirkulär ekonomi ställer och är ett energieffektivt trafikslag. Syftet med rapporten är att förstå hur sjöfart kan nyttjas i ökad utsträckning för att transportera cirkulära produkter och material och hur hamnen kan skapa mervärde i utveckling av cirkulära logistiklösningar. Metoderna som använts är: litteraturstudier, workshops och fallstudier. Rapporten identifierar cirkulära produkter och material med potential att lyfta sig i avfallstrappan och där det är lämpligt att nyttja sjöfart för transport i det cirkulära logistiksystemet. Det handlar om muddermassor, jordmassor, mineralavfall, träavfall, plastavfall, uttjänta däck, uttjänta textilier, sorterade och återvunna textilier, planglas, spillolja och flygaska. Hamnens roll vid hantering av cirkulära material studerades mer specifikt för massor, dissolvingmassa baserad på återvunna textilier, matrester och etanol. Det blev tydligt att hamnen kan skapa värde i form av lagring, konsolidering, lossning och lastning av containrar samt vara en logistiknod som erbjuder omlastningsmöjligheter mellan olika trafikslag. Hamnen känner till de lokala förutsättningarna för effektiva logistikupplägg och är en central kugge i nya aktörsnätverk. Rapporten redovisar även en beskrivning av två cirkulära logistiklösningar med involvering av sjöfart som utvecklats och utvärderats under projektet. Det handlar dels om en demonstration av en sjötransport med kalkstabiliserad lera, dels om framtagning av beslutsunderlag för investering av en tilltänkt sorteringsmaskin av planglas i vilket logistikupplägg från ett antal olika hamnar förslogs och miljöberäkningar genomfördes.
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10.
  • 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.
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  • 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.
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13.
  • 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.
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14.
  • 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.
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15.
  • 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.
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16.
  • 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. 
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17.
  • 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.
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18.
  • 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. 
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  • 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.
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20.
  • 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.
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21.
  • 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.
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22.
  • 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.
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23.
  • 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
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24.
  • 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.
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25.
  • 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.
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26.
  • Santén, Vendela, 1978, et al. (författare)
  • Actions for more sustainable freight transport - a comparison between theory and practice
  • 2010
  • Ingår i: World Conference Transport Research, Lisbon, July.
  • Konferensbidrag (refereegranskat)abstract
    • To cope with the negative impacts from the transport sector there is a need for actions striving toward a sustainable development. To understand the complex area of sustainability and to avoid creating one problem by solving another, a holistic view needs to be taken. The purpose of this article is to compare the theory and practice in the field of future sustainable actions in the logistics system. Actions appearance in the literature and its implementation today and importance for the future are investigated among practitioners in the logistics system. Results from both a literature review and interviews provide an aggregated picture of the situation today, highlighting differences among actors, the relationship between actions and its contribution to the four principles of sustainability. This article argues that in order to contribute to all principles of sustainability not only one type of action is enough; a reduction of transport, traffic and emissions from the vehicles is needed in conjunction with governmental actions.
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27.
  • 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.
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28.
  • Santén, Vendela, 1978, et al. (författare)
  • Assessing actions towards sustainable logistics : a framework
  • 2010
  • Ingår i: World Sustainable Development Outlook 2010, Saint Lucia, November.
  • Konferensbidrag (refereegranskat)abstract
    • Sustainability includes a variety of aspects, e.g., environment, economyand society, related to each other in different ways. Most studies concerning sustainablelogistics do not reflect these relations, since they deal with one issueat a time (e.g., CO2 – emissions or congestion), have a short- and medium timeperspective, and seldom take into account impacts on other systems, e.g., energyor land-use systems. In order to develop long-term strategies towards sustainablelogistics, actors in the logistics system require knowledge about the complexity ofthe problem and the interdependencies of their actions. Hence, there is a need fora holistic framework for sustainable logistics including all aspects of sustainability,the relevant logistics actions as well as their interdependencies. This paper takes afirst step towards developing such a holistic framework. The suggested frameworkincludes the relations between decision areas in material and transport level at onehand and the logistical and environmental sustainability goals at the other. Theauthors argue that decisions in the transport level have a direct affect to both logisticaland environmental goals, while material flow decisions are of major concernfor logistical goals. Furthermore, logistics systems that integrate material flow andtransport flow decision making will be more successful in meeting logistical andenvironmental goals, thus leading to more sustainable logistics. In order to identifymore sustainable logistics solutions, there must be a raised awareness about the keyfactors linking decision areas and performances.
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29.
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30.
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31.
  • 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.
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32.
  • Santén, Vendela, 1978 (författare)
  • Exploring logistics actions enabling environmentally sustainable freight transport
  • 2013
  • Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • To curb unsustainable freight transport trends; such as transport growth, larger dependency on road transport and generally an increased share of greenhouse gas emissions from the sector, actions needs to be taken among actors in the logistics system. The purpose of this thesis is to explore logistics actions that enable environmentally sustainable freight transport. This explorative research, based primarily on empirical data from interviews, focus groups, and a case study, adopts the perspectives of different actors in the logistics system: transport buyers, freight forwarders, transport operators, and authorities. The thesis identifies a wide range of actions in the logistics system to potentially enable environmentally sustainable freight transport. The perception from actors regarding what actions are important to adopt indicate that more knowledge among actors regarding how transport and traffic work can be reduced and how different actions affect each other are needed; especially how transport buyers acting affect the transport operations performed by freight forwarders and transport operators. By exploring what hinders environmentally sustainable freight transport in the interface between transport buyers and providers, it can be concluded that closer co-operation can provide better internal conditions for actors and new business solutions. Open dialogue, information sharing, and proactivity among both transport buyers and transport providers are essential. Furthermore, in order to increase load factor in practice, actions can be taken by transport buyers in the area of packaging, loading, and booking efficiency. More flexible time requirements will potentially increase the load factor. Gaining positive environmental effects from these changes is dependent on the freight forwarder’s actions in terms of consolidating with other transport buyers’ goods, route planning, and the positioning of vehicles. Since improvements in one actor’s system may not necessarily yield positive effects at a higher system level, it is important to also have a holistic view when aiming for environmentally sustainable freight transport. This thesis contributes with knowledge about how logistics actors can work toward environmentally sustainable freight transportation by providing insight for managers of transport buying and transport providing companies by exemplifying the interactions between actors and actions and their potential effects.
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33.
  • Santén, Vendela, 1978 (författare)
  • INCREASED LOAD FACTOR AND SUSTAINABLE LOGISTICS – INTERACTIONS BETWEEN A TRANSPORT BUYER’S AND FREIGHT FORWARDER’S SYSTEM
  • 2012
  • Ingår i: Proceedings of LRN conference, Cranfield..
  • Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
    • Purpose: In order to contribute to a sustainable logistics system, there is a need for actions that not only improve one part of the system, but improves the system as a whole. This means e.g. focus on the interaction between logistics and transport systems, as well as analyzing the overall environmental effects. To increase the load factor in vehicles is on the agenda due to both environmental and economic reasons. However, how actions at different actor’s setting interact and influence the load factor is scarcely analyzed in literature. The aim of this article is to investigate how actions in the area of packaging, loading and booking in the transport buyer’s system affect load factor in the freight forwarder’s system.Research approach: A case study has been performed, studying the outgoing goods flow from the central warehouse of a large retailer. The basis for the data collection has been interviews and transport data from internal statistics in both the transport buying company and the freight forwarder involved in operating the transports. A survey investigating load factor measures at the vehicles before departure to three of the districts are complementing the statistical data.Findings and Originality: Increased load factor are shown in both the transport buyer´s and freight forwarder’s system although the freight forwarder is required to consolidate a larger goods flow in order to see positive effects on the vehicle as a whole. The up-to-date load factor observations show a high potential to increase the load factor by a increased consolidation rate in the freight forwarder’s system as well as to work with offering differentiated lead times to the end customers in the transport buyer´s system. A framework describing how to increase load factor in the freight forwarder’s system is presented consisting of load factor indicators, measures and interacting variables. In order to see the effect on traffic levels, changes in routing in the freight forwarder’s system needs to be further investigated.Research impact: The framework is unique in that sense that it describes ways of increasing load factor from a more holistic way, three levels of load factor indicators are related to each other as well as including interactions with the transport buyer’s system. Practical impact: In order to develop long-term strategies towards sustainable logistics, actors in the logistics system require knowledge about the complexity of the problem and the interdependencies of their actions. The mapping of actions and its effects shown in this paper is contributing to a more holistic view of the concept of load factor having a clearer connection to actors’ environment and its contribution to a sustainable logistics system.
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34.
  • Santén, Vendela, 1978 (författare)
  • Increased load factor and sustainable logistics - mapping actions and effects from a transport buyer's perspective
  • 2012
  • Ingår i: Proceedings of NOFOMA conference, Turku Finland.
  • Konferensbidrag (refereegranskat)abstract
    • Purpose of this paperTo increase the load factor is a key element in order to reduce the environmental impact and improve the profitability from transport operations. However, in what way certain actions interact when improving load factor and how this can be measured is scarcely analyzed in literature. The aim of this article is to investigate in what way logistics actions facilitate an increased load factor and how this can be measured in different parts of a transport buyer’s freight handling system. Current and possible actions and their effects on load factor are mapped and categorized.Design/methodology/approachA case study has been performed, studying the outgoing goods flow from the central warehouse of a large retailer in Sweden. A framework, based on empirical data in the case study, is presented.FindingsA number of actions that increase the load factor in the transport buyer’s system have been identified and categorized in the framework according to three load factor indicators; packaging efficiency, loading efficiency and booking efficiency. It is important to combine different measures in order to capture all dimensions of load factor. Other logistical actions, better planned orders and flexible delivery dates, affect lead time and show potential in improving load factor even more. Originality/valueThe mapping of actions and their relations shown in this paper are contributing to a more holistic view of the concept of load factor having a clearer connection to actors’ environment and organizations.
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35.
  • 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.
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36.
  • 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.
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37.
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38.
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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.
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40.
  • Santén, Vendela, 1978, et al. (författare)
  • Road freight transport efficiency and less environmental impact - the perspectives of transport buyers and operators
  • 2011
  • Ingår i: Proceedings of NOFOMA conference, Harstad..
  • Konferensbidrag (refereegranskat)abstract
    • Purpose of this paper: The purpose of this article is to describe and compare the transport buyers’ and transport providers’ views of challenges when improving transports efficiency and reducing environmental impact from freight transport. By investigating perspectives of the actor groups, an increased understanding of different viewpoints is made and factors that are of importance for improving transport efficiency and reducing environmental impact are identified. The role of the actors and especially what could be expected from each actor is discussed. Design/methodology/approach: The empirical findings have been collected through semi-structured interviews and two focus groups. The target groups have been two main actors in the logistics system; transport providers and transport buyers in Sweden. Grounded theory has been used for analyzing the data. The focus is road transports and its interface to other transport modes. Both long distance transports and short distance distribution have been included. Findings: Competence and resources, Knowledge and information, Demands, Service and offers, Follow up environmental goals and Priority of transport are identified as important factors. The transport buyers need to raise the focus of transport and environment in order to better understand the effects of transport in the system while the transport providers need to be innovative and proactive in order to find business models that steer towards both efficient and sustainable transports. What is original/value of paper: The interface between transport buyer and transport provider has shown to be poorly studied before. This article provides input to a more holistic approach when improving the logistics system towards an efficient and environmentally preferable direction.
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41.
  • 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.
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42.
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43.
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44.
  • Santén, Vendela, 1978 (författare)
  • Towards environmentally sustainable freight transport: shippers' logistics actions to improve load factor performance
  • 2016
  • Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • The purpose of this thesis is to explain how shippers’ logistics actions contribute to environmentally sustainable freight transport, by clarifying the link between logistics activities and the resulting load factor performance. Five studies have been undertaken, which have given rise to six papers. The research applies a systems approach, comprising explanatory, descriptive and explorative research. An initial study, a literature study and case studies are performed, focusing on shippers’ outgoing goods flows. New theoretical concepts are developed, based on empirical data. This thesis provides an overview of actions that can contribute to environmentally sustainable freight transport and links them to actors’ perceptions of their importance and to shippers’ logistics activities. It concludes that, for shippers, reducing the amount of traffic by improving the load factor is of relevance to improve their environmental performance in transport. It is suggested that shippers’ load factor performance, defined as the ratio of the load carried (required capacity) and the maximum load that could be carried (available capacity), should be evaluated overall, as well as on each individual level (packaging and shipping). Load factor performance is a result of logistics activities related to logistics structures, order and delivery, transport operations and packaging and loading, which influence required and available capacity by creating conditions from one activity to another and for each other. To manage imbalances between required and available capacity, several logistics actions may be needed, on strategic, tactical and operational levels. Shippers can take action in terms of changing logistics activities so that new conditions are created to support an improved load factor performance that reduces/increases or reallocates required and/or available capacity. New conditions can be created by changing which activities are performed, as well as how, when, and by whom. Shippers must collaborate both internally and externally to realise such actions, considering also influences on other parts of the system. The results of this thesis will help shippers to determine how to improve their load factor performance, hence contributing to environmentally sustainable freight transport, specifically by 1) evaluating their current load factor performance, 2) identifying the causes of any imbalances, 3) identifying relevant actions, 4) implementing these actions, and 5) evaluating the improvements after changes have been made. This research will support logistics managers in their decision making, and add to existing green logistics research by providing details about how to evaluate the load factor, how logistics activities influence the load factor and what logistics actions a shipper can take to improve the load factor.
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45.
  • Santén, Vendela, 1978 (författare)
  • Towards more efficient logistics: Increasing load factor in a shipper's road transport
  • 2017
  • Ingår i: International Journal of Logistics Management. - : Emerald Group Publishing Ltd.. - 0957-4093 .- 1758-6550. ; 28:2, s. 228-250
  • Tidskriftsartikel (refereegranskat)abstract
    • Purpose - Increasing load factor is crucial for transport efficiency and may benefit shippers because of its potential to reduce both environmental impact and transportation costs. The purpose of this paper is to explore how shippers can increase load factor in their road transport by identifying opportunities for logistics action and influences on load factor performance measures created by such opportunities. Design/methodology/approach - A case study is performed of the outgoing goods flow from the central warehouse of a large retailer in Sweden. Data are collected from interviews with the shipper and its contracted freight forwarder, as well as from archival sources and visual observations, and applied to produce a framework. Findings - Logistics actions that can increase load factor are identified and categorised according to packaging efficiency, loading efficiency and booking efficiency, all of which are linked to logistics variables and specific performance measures in the framework. Visual observations of volumetric load factor in vehicles indicate room for improvement via, for example, making lead times more flexible. Practical implications - The framework's principles can be used to support shippers in finding opportunities to increase load factor. Originality/value - The framework clarifies the concept of load factor as a whole by explaining each logistics action's contribution to increasing load factor, as well as the actions' combined effect in the context of a shipper and its purchased transport share. © 2017 Emerald Publishing Limited.
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46.
  • 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.
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47.
  • Svanberg, Martin, 1982, et al. (författare)
  • AIS in maritime research
  • 2019
  • Ingår i: Marine Policy. - : Elsevier BV. - 0308-597X .- 1872-9460. ; 106
  • Tidskriftsartikel (refereegranskat)abstract
    • Although not originally developed for research use, the Automatic Identification System (AIS) enables its data to be used in research. The present paper provides a structured overview of how AIS data is used for various research applications. Ten areas have been identified, spread across maritime, marine and other journals. Many stakeholders beyond the most frequently mentioned – authorities and maritime administrations – can benefit from the research in which AIS data is used. AIS data can be incorporated in various types of modelling approaches and play a small or large role as a source of data. AIS data can also be validated or used to validate research from other data sources. Although a large amount of AIS-based research adds to the literature, there is still a large potential for using AIS data for research by making greater use of the variety in AIS messages, combining AIS with other sources of data, and extending both spatial and temporal perspectives.
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