Purpose: Although a construction logistics solution is necessary for dealing with the demands in many large urban development projects, there is a lack of research on governance mechanisms for construction logistics solutions. Therefore, the purpose is to analyse the initiation and utilisation of a construction logistics centre (CLC) from different stakeholders' perspectives in order to suggest governance mechanisms for strategic, tactical, and operational levels and to develop guidelines for implementing these governance mechanisms. Design/methodology: A single case research design was used. Data were collected through interviews, site visits, observations and documentation from four stakeholder groups. Findings: There is potential for utilising CLCs in development projects, with positive effects such as consolidation effects and enhanced planning. What is evident, however, is that the design and implementation of the CLCs must be based on a comprehensive stakeholder analysis, as there are conflicting goals between stakeholders. Governance mechanisms including flexibility in the main contractors' working construction process as well as clearly stated roles, responsibilities and communication must be developed to enhance this potential. Research implications: The conflicting goals of CLCs are identified and discussed, and the results show the need for further multi-stakeholder analysis of construction logistics solutions. Practical implications: The experiences from the studied case are developed into practical guidelines to be used in the design of construction logistics solutions in development projects. Originality/value: This study contributes by taking a multi-stakeholder perspective on CLCs and providing guidelines to be used in the design of construction logistics solutions in development projects.

Introduction. The ongoing urbanization trend makes local governments densify their built environment, hence stimulating construction and renovation works in urban areas. Construction intrinsically strongly relies on logistics activities, which in turn are the source of environmental nuisances. The latter are referred to as external costs when they are not borne by the polluter himself, such as greenhouse gas emissions, air pollution, congestion, etc. Accurate external cost calculations require accurate data to consider significant calculation-variables. However, current calculations are often based on the number of vehicles used and on transported volume rather than vehicle- or tonne-kilometres, hence not adequate to conduct external cost calculations. Methods. The MIMIC-project1 aims to reduce the impact of construction logistics. Therefore, an integrated impact assessment framework will be developed, assessing the economic and environmental influence of different off-site construction logistics solutions. The necessary data to conduct such an impact assessment are however not always available, complicating calculations. This paper highlights the current gap in accurate data on urban construction logistics flows, the considerable uncertainty about existing figures on construction transport and their methodology, and presents the data availability issue in the development of such a framework, using empirical research. Results. Logistics flows data are typically scattered amongst different actors and various in format. Harmonizing different data categories and sources to feed the framework with relevant logistics variables, this paper presents what is possible to calculate using available data in 4 pilot cases in Belgium, Sweden, Norway and Austria. The various data sources highlight the complexity to develop a framework flexible enough to cope with specific local constraints, whilst generic enough to allow comparability across the European cases, and ultimately across construction logistics globally. Furthermore, a shift is needed towards other data collection methods (GPS, digital waybills etc.). Conclusions. This paper presents the data availability issue in the development of an impact assessment framework for construction logistics, harmonizing different data sources in order to conduct external cost calculations for construction transport.

PurposeThe use of third-party logistics (TPL) setups in construction has increased but is still a new phenomenon. The purpose was to increase understanding of how structural and management dimensions are related in CLSs by describing how CTPL setups are used.Design/methodology/approachTen dimensions to describe and structure CLSs were identified from the literature and used to structure a cross-case analysis of 13 Swedish CLSs.FindingsThe main findings are: (1) there are three typical initiators of CLSs: municipalities, developers and contractors; (2) CLSs are drivers for service differentiation and modularization among TPL providers as construction specific services are required; (3) CLSs play a new role in construction by coordinating logistics activities between the construction project and the vicinity of the site.Research limitations/implicationsThe study is based on 13 cases in the Swedish construction context. Additional studies of CLSs in other countries are needed.Practical implicationsThe ten dimensions can be used as a guide in designing a CLS and in determining the order of design decisions. The identification and structuring of CTPL services also exemplify the variety of service offerings.Originality/valueThis is one of the first cross-case analyses of CLSs enabling the characterization of CTPL setups. This study identifies how different services included in the setup relate to the roles of SCM and logistics in construction.

More and more people are living in, or moving to, urban areas than ever before. This attraction to urban areas means that new houses and workplaces are needed. Building new houses or renovating older housing stock is a natural way for a city to evolve. However, the end products of construction projects are produced at their place of consumption. This means that a multitude of materials and resources need to be delivered to, and removed from, each construction site. This leads to new transport flows being created in urban areas. In urban areas, these transports are subjected to space limitations, environmental demands, accessibility demands and noise restrictions. This has led to a situation where material deliveries to construction sites needs to be coordinated and managed in ways that reduce their impact on the urban transport system and at the same time ensuring efficient construction projects. vi Slutligen visar forskningen på att en bygglogistiklösning måste introduceras med en uppsättning bestämmelser och en styrstrategi från den som initierar lösningen. Dessa bestämmelser och styrmedel måste vara tydliga och kommuniceras till berörda aktörer. För att minska motsättningar mot lösningen måste flexibilitet och intressentengagemang vara ledord. Om de direkt berörda aktörerna konsulteras om hur lösningen ska fungera ökar chansen att de kommer att acceptera lösningen. vii Foreword This journey that I am on, chasing that illusive PhD, is something that I have wanted to embark on for such a long time. Being here now, halfway through the PhD process, is something that would not have been possible without the support of the people around me. These few humble lines are dedicated to those persons. First and foremost, I want to thank my amazing superhero supervisor team, Martin Rudberg and Anna Fredriksson. Working with the two of you is a pleasure, I could not have asked for better people to guide me through this journey. I honestly do not think that this thesis would have turned out as well as it did without your scrutineering and support. Secondly, I want to give my special thanks to my colleagues in the construction logistics group, past and present, Andreas Ekeskär, Henric Jonsson, and Micael Thunberg. You are more than just colleagues to me, you are my dear friends. I cannot thank you enough for all the laughter, and occasional serious discussions we have had through the years. Thank you also for taking the time to read and comment on this thesis. Thirdly, I want to thank all my colleagues at the division of Communications and Transport Systems, this place would not be the same without you. A special thank you to Viveka Nilsson, your help with, well, everything is invaluable. I promise to (try to) become better at handing in my travel orders on time. J Finally, my thanks (and love) go out to my friends and family. I know that you may not always understand why I spend most of my time working or taking photos of cranes and construction sites, but you know that it is important to me and you always back me up in my sh...

Third-party logistics (TPL) arrangements are becoming a regular occurrence in urban construction projects. The industry is, however, still apprehensive regarding the effects that TPL arrangements bring. The purpose of this study is therefore to investigate the effects that can be realised when employing a logistics arrangement in construction, including possible benefits, concerns, and effects on cost elements. The purpose is fulfilled through a case study of a large construction project in Sweden that has employed a TPL arrangement. Results show that there are positive effects to achieve in terms of logistics performance and project performance, but that the main challenge to achieve these effects is to include all supply chain actors to reach a higher level of SCM maturity. This inclusion can be achieved through a better dialogue amongst supply chain actors to create an understanding for why TPL is employed and why policies and regulations needs to be followed.