| 1. |
- Daun, Viktor, et al.
(författare)
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Demonstrating the use of urban and inland waterways – for densely populated cities and more sustainable transport
- 2017
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Ingår i: SSPA Highlights. ; 64, s. 8-11
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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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| 2. |
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| 4. |
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| 5. |
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| 6. |
- Liljestrand, Kristina, 1985, et al.
(författare)
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Providing explicit descriptions of studied systems: more than a necessary evil?
- 2015
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Ingår i: Nofoma Conference Proceedings. - 9788279622024
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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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| 7. |
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| 8. |
- Rogerson, Sara, et al.
(författare)
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Modal shift to inland waterways: dealing with barriers in two Swedish cases
- 2018
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Ingår i: The 23rd Annual Conference of The Chartered Institute of Logistics and Transport, Logistics Research Network (LRN), Plymouth, 5-7 September.
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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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| 9. |
- Rogerson, Sara, et al.
(författare)
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Shippers’ opportunities to increase load factor : managing imbalances between required and available capacity
- 2017
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Ingår i: International Journal of Logistics. - : Taylor & Francis. - 1367-5567 .- 1469-848X. ; 20:6, s. 581-603
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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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| 10. |
- Rogerson, Sara, 1975, et al.
(författare)
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SHIPPERS’ TRANSPORT EFFICIENCY: THE BALANCE BETWEEN REQUIRED AND AVAILABLE CAPACITY
- 2015
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Ingår i: Proceedings of the 20th Annual Logistics Network Conference, Derby, 9-11 September 2015.
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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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| 11. |
- Rogerson, Sara, et al.
(författare)
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The impact of power balances and trust on modal shift possibilities
- 2019
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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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| 12. |
- Roso, Violeta, 1970, et al.
(författare)
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Drivers and Barriers for Inland Waterway Transportation–Lessons Learnt
- 2019
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Ingår i: Proceedings of the 9th International Conference on Operations and Supply Chain Management, Vietnam, 2019. - 9786027060470
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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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| 13. |
- Sallnäs, Uni, 1981-, et al.
(författare)
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The influence of power and trust on potential for modal shift
- 2019
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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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| 14. |
- Santén, Vendela, 1978, et al.
(författare)
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A modal shift to inland waterways: Actor perspectives on alternative business concepts
- 2019
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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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| 15. |
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| 16. |
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| 17. |
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| 18. |
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| 19. |
- Santén, Vendela, 1978, et al.
(författare)
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Shippers’ transport effciency: An approach for measuring load factor
- 2018
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Ingår i: Logistics Research. - : Bundesvereinigung Logistik (BVL). - 1865-035X .- 1865-0368. ; 11:1
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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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| 20. |
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| 21. |
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| 22. |
- Santén, Vendela, 1978
(författare)
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Towards environmentally sustainable freight transport: shippers' logistics actions to improve load factor performance
- 2016
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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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| 23. |
- Santén, Vendela, 1978
(författare)
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Towards more efficient logistics: Increasing load factor in a shipper's road transport
- 2017
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Ingår i: International Journal of Logistics Management. - : Emerald Group Publishing Ltd.. - 0957-4093 .- 1758-6550. ; 28:2, s. 228-250
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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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| 24. |
- Svanberg, Martin, 1982, et al.
(författare)
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AIS in maritime research
- 2019
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Ingår i: Marine Policy. - : Elsevier BV. - 0308-597X .- 1872-9460. ; 106
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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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| 25. |
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| 26. |
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| 27. |
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| 28. |
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| 29. |
- Svanberg, Martin, 1982, et al.
(författare)
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Logistics demonstrations as a participatory research design
- 2017
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Ingår i: Conference Proceedings Logistics Reserach Network 2017.
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Konferensbidrag (refereegranskat)abstract
- Purpose: Relevance and impact -- i.e. advancing practice -- of research has become increasingly important recently. This is shown, first, by the trend among research funding agencies to favour research projects with high technology readiness level, entailing a strong focus on demonstration of certain artifacts. Second, the logistics discipline advocates increased use of participatory research designs. Third, there is an increased focus on “supply chain” as level of analysis; extending the system boundaries for analysis to address complex problems, and include the view of actors to a larger extent in their investigations. In order to advancing practice in research, scholars within the logistics and SCM discipline can make use of demonstrations as research method, although demonstrations is not well developed as a research design. The purpose of this paper is therefore to explain how demonstrations can be used as research design, in this paper illustrated by demonstrations within the domain of logistics/SCM.Research Approach: A framework for using demonstration as research design was developed based on (1) related literature on action research and (2) learning from two demonstrations of new waterway logistics solutions. Data have been collected at all stages of the demonstrations; notes from planning meetings, smaller investigations shaping the design of the demonstrations, interviews with involved actors, observations and video recording during demonstrations, as well as notes from captains’ logbooks. In order to underpin the framework, the demonstrations have been analysed with respect to both the process of designing, performing and evaluating the demonstrations as well as the understanding generated from the demonstrations regarding how to make use of more waterway shipping in the studied contexts.Findings and Originality: The outcome of the paper is a framework that describes a recipe for undertaking demonstration research, conceptualized into three main stages; (1) the design phase; (2) data collection and analysis; (3) the path from demonstration towards scaling up the demonstration to a commercialized new system. The framework hence adds to existing action research literature by describing how to use demonstrations as a participatory research design.Research Impact: The framework developed in this paper is based on demonstrations of new waterway concepts, and could serve as starting point for demonstrations as research design within other contexts as well; having either a system innovation or technical development as point of departure. Practical Impact: A strength of the demonstration as participatory research design lies in its intermediate nature; overlapping with both the current system as well as a new system. A demonstration is something tangible for involved actors to reflect upon, creating relevant actor networks, joint experiences, and allowing for learning among all involved actors of important parameters in the design of, as well as the path towards a new system in the future.
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| 30. |
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