L.A. Tavasszy
info
Please Note
<p>This page displays the records of the person named above and is not linked to a unique person identifier. This record may need to be merged to a profile.</p>
56 records found
1
Explaining the Deployment Gap for Fuel Cell Vehicles in South Africa
A Comparative Innovation-System and Institutional Analysis of Open-Pit Mining and Urban Bus Transport
South Africa holds platinum reserves, renewable energy resources, and an explicit policy commitment to fuel cell electric vehicles (FCEVs), yet deployment has remained at the pilot stage. This thesis asks why these endowments and commitments have not produced commercial FCEV deployment, and under what sector-specific conditions deployment would be institutionally and commercially justified. It compares two application domains, open-pit mining and urban public transport, and within each contrasts the fuel cell (FCEV) and battery-electric (BEV) pathways, using an integrated framework that embeds a Technological Innovation System (TIS) functional diagnosis within an Institutional Analysis and Development (IAD) reading of the rules, actors and arenas that shape deployment.
The analysis finds that the deployment gap has different causes across the two sectors, and that treating it as a single "governance failure" obscures more than it reveals. In urban public transport, unfavourable hydrogen economics and the superior near-term readiness of battery-electric buses provide a substantial commercial explanation for non-deployment, which regulatory and infrastructure weaknesses then reinforce. In open-pit mining, fuel cell technology has demonstrated technical feasibility, but its commercial viability remains uncertain; programme concentration, financing risk, weak knowledge retention, and poor coordination appear to have materially contributed to the failure to scale. Nine of the ten institutional barriers identified sit at the collective-choice level, meaning existing agencies can address them without new legislation.
The central contribution is that governance concentration and fragmentation generate different deployment vulnerabilities: concentrated systems, as in mining, can mobilise demonstrations rapidly but are vulnerable to sponsor withdrawal, while fragmented systems, as in public transport, distribute authority and risk but can prevent deployment when standards, finance and procurement are uncoordinated. The thesis translates these findings into sector-differentiated, decision-status-grouped policy recommendations for South Africa's mining and public-transport decarbonisation. ...
The analysis finds that the deployment gap has different causes across the two sectors, and that treating it as a single "governance failure" obscures more than it reveals. In urban public transport, unfavourable hydrogen economics and the superior near-term readiness of battery-electric buses provide a substantial commercial explanation for non-deployment, which regulatory and infrastructure weaknesses then reinforce. In open-pit mining, fuel cell technology has demonstrated technical feasibility, but its commercial viability remains uncertain; programme concentration, financing risk, weak knowledge retention, and poor coordination appear to have materially contributed to the failure to scale. Nine of the ten institutional barriers identified sit at the collective-choice level, meaning existing agencies can address them without new legislation.
The central contribution is that governance concentration and fragmentation generate different deployment vulnerabilities: concentrated systems, as in mining, can mobilise demonstrations rapidly but are vulnerable to sponsor withdrawal, while fragmented systems, as in public transport, distribute authority and risk but can prevent deployment when standards, finance and procurement are uncoordinated. The thesis translates these findings into sector-differentiated, decision-status-grouped policy recommendations for South Africa's mining and public-transport decarbonisation. ...
South Africa holds platinum reserves, renewable energy resources, and an explicit policy commitment to fuel cell electric vehicles (FCEVs), yet deployment has remained at the pilot stage. This thesis asks why these endowments and commitments have not produced commercial FCEV deployment, and under what sector-specific conditions deployment would be institutionally and commercially justified. It compares two application domains, open-pit mining and urban public transport, and within each contrasts the fuel cell (FCEV) and battery-electric (BEV) pathways, using an integrated framework that embeds a Technological Innovation System (TIS) functional diagnosis within an Institutional Analysis and Development (IAD) reading of the rules, actors and arenas that shape deployment.
The analysis finds that the deployment gap has different causes across the two sectors, and that treating it as a single "governance failure" obscures more than it reveals. In urban public transport, unfavourable hydrogen economics and the superior near-term readiness of battery-electric buses provide a substantial commercial explanation for non-deployment, which regulatory and infrastructure weaknesses then reinforce. In open-pit mining, fuel cell technology has demonstrated technical feasibility, but its commercial viability remains uncertain; programme concentration, financing risk, weak knowledge retention, and poor coordination appear to have materially contributed to the failure to scale. Nine of the ten institutional barriers identified sit at the collective-choice level, meaning existing agencies can address them without new legislation.
The central contribution is that governance concentration and fragmentation generate different deployment vulnerabilities: concentrated systems, as in mining, can mobilise demonstrations rapidly but are vulnerable to sponsor withdrawal, while fragmented systems, as in public transport, distribute authority and risk but can prevent deployment when standards, finance and procurement are uncoordinated. The thesis translates these findings into sector-differentiated, decision-status-grouped policy recommendations for South Africa's mining and public-transport decarbonisation.
The analysis finds that the deployment gap has different causes across the two sectors, and that treating it as a single "governance failure" obscures more than it reveals. In urban public transport, unfavourable hydrogen economics and the superior near-term readiness of battery-electric buses provide a substantial commercial explanation for non-deployment, which regulatory and infrastructure weaknesses then reinforce. In open-pit mining, fuel cell technology has demonstrated technical feasibility, but its commercial viability remains uncertain; programme concentration, financing risk, weak knowledge retention, and poor coordination appear to have materially contributed to the failure to scale. Nine of the ten institutional barriers identified sit at the collective-choice level, meaning existing agencies can address them without new legislation.
The central contribution is that governance concentration and fragmentation generate different deployment vulnerabilities: concentrated systems, as in mining, can mobilise demonstrations rapidly but are vulnerable to sponsor withdrawal, while fragmented systems, as in public transport, distribute authority and risk but can prevent deployment when standards, finance and procurement are uncoordinated. The thesis translates these findings into sector-differentiated, decision-status-grouped policy recommendations for South Africa's mining and public-transport decarbonisation.
Urban infrastructure construction programs typically involve multiple interdependent projects carried out simultaneously, affecting a wide range of stakeholders such as program owners, contractors, residents, businesses and emergency services. These programs commonly rely on Key Performance Indicators (KPIs) to monitor performance, but existing KPI frameworks remain fragmented, meaning that indicators are typically structured around a single project or organisational level, without a systematic way to connect them across stakeholder groups or across the program as a whole. This means that when one stakeholder group's performance objectives improve at the expense of another's, that is, when a conflict arises between stakeholder objectives, there is no structured overview through which it can be seen. Without a way to trace how KPIs relate across stakeholders and organisational levels, the stakeholder manager cannot detect such tensions until they surface on their own, at which point they may already have escalated into costly or unsafe situations.
This study addresses that gap by designing a decision-support tool that structures a program-wide KPI hierarchy, maps it to stakeholder groups, and systematically identifies conflicts among stakeholders. The main research question guiding the study is: "How can a decision-support tool be designed to structure and visualise an integrated KPI hierarchy, and identify conflicts among stakeholders in urban infrastructure construction programs?". The study follows a Design Science Research (DSR) methodology, using Amsterdam's Programma Bruggen en Kademuren (PBK) as a case study to ground and validate the artifact. The PBK is a program renovating over 800 bridges and approximately 208 kilometres of quay walls in Amsterdam.
For the PBK program, the stakeholder base comprises 8 groups spanning 15 sub-groups, whose values are grounded in the Rotterdam value wheel, retaining 16 values across five capitals (financial, material, human, natural and social) as relevant to the program context. The resulting KPI set spans 183 indicators across financial management, infrastructure quality, safety, environmental sustainability, and stakeholder satisfaction, organised into a three-level hierarchy of supporting elements, basic KPIs and comprehensive KPIs, connected vertically (computational or causal dependencies) and horizontally (complementary measures) both within and across capitals. Twenty of these indicators only emerge once all five capitals are considered jointly rather than separately, showing that treating capitals in isolation understates the true scope of what needs to be measured. A granularity matrix further captures the organisational scale at which each stakeholder group engages with each KPI.
This hierarchy and stakeholder mapping is visualised through an interactive tool combining a spatial map of the program's construction assets, an interactive KPI hierarchy canvas, and a filterable conflict register. The register holds 115 conflicts: 65 arise directly from opposing directional preferences between stakeholder groups on the same KPI, 29 propagate upward through vertical connections in the hierarchy, and a further 21 are flagged for review through horizontal connections to a direct conflict. Close to half of all detected conflicts, then, are not visible from any single KPI in isolation, but only become apparent once the hierarchy's connections are considered, underscoring the value of an integrated structure over isolated indicator tracking. Each entry is further linked to the program's physical construction assets and the stakeholders present around them.
Together, these components form a single tool that makes stakeholder conflicts analytically detectable rather than dependent on negotiation or ad hoc judgement after the fact. Rather than resolving conflicts or prescribing actions, it surfaces, in one place, where directional disagreement exists across the program, so the stakeholder manager can decide how to act. Beyond PBK, this demonstrates that value-driven KPI identification, hierarchical structuring and directional conflict detection form a replicable process for stakeholder conflict management in infrastructure programs more broadly, shifting the stakeholder manager's role from reactive to anticipatory. ...
This study addresses that gap by designing a decision-support tool that structures a program-wide KPI hierarchy, maps it to stakeholder groups, and systematically identifies conflicts among stakeholders. The main research question guiding the study is: "How can a decision-support tool be designed to structure and visualise an integrated KPI hierarchy, and identify conflicts among stakeholders in urban infrastructure construction programs?". The study follows a Design Science Research (DSR) methodology, using Amsterdam's Programma Bruggen en Kademuren (PBK) as a case study to ground and validate the artifact. The PBK is a program renovating over 800 bridges and approximately 208 kilometres of quay walls in Amsterdam.
For the PBK program, the stakeholder base comprises 8 groups spanning 15 sub-groups, whose values are grounded in the Rotterdam value wheel, retaining 16 values across five capitals (financial, material, human, natural and social) as relevant to the program context. The resulting KPI set spans 183 indicators across financial management, infrastructure quality, safety, environmental sustainability, and stakeholder satisfaction, organised into a three-level hierarchy of supporting elements, basic KPIs and comprehensive KPIs, connected vertically (computational or causal dependencies) and horizontally (complementary measures) both within and across capitals. Twenty of these indicators only emerge once all five capitals are considered jointly rather than separately, showing that treating capitals in isolation understates the true scope of what needs to be measured. A granularity matrix further captures the organisational scale at which each stakeholder group engages with each KPI.
This hierarchy and stakeholder mapping is visualised through an interactive tool combining a spatial map of the program's construction assets, an interactive KPI hierarchy canvas, and a filterable conflict register. The register holds 115 conflicts: 65 arise directly from opposing directional preferences between stakeholder groups on the same KPI, 29 propagate upward through vertical connections in the hierarchy, and a further 21 are flagged for review through horizontal connections to a direct conflict. Close to half of all detected conflicts, then, are not visible from any single KPI in isolation, but only become apparent once the hierarchy's connections are considered, underscoring the value of an integrated structure over isolated indicator tracking. Each entry is further linked to the program's physical construction assets and the stakeholders present around them.
Together, these components form a single tool that makes stakeholder conflicts analytically detectable rather than dependent on negotiation or ad hoc judgement after the fact. Rather than resolving conflicts or prescribing actions, it surfaces, in one place, where directional disagreement exists across the program, so the stakeholder manager can decide how to act. Beyond PBK, this demonstrates that value-driven KPI identification, hierarchical structuring and directional conflict detection form a replicable process for stakeholder conflict management in infrastructure programs more broadly, shifting the stakeholder manager's role from reactive to anticipatory. ...
Urban infrastructure construction programs typically involve multiple interdependent projects carried out simultaneously, affecting a wide range of stakeholders such as program owners, contractors, residents, businesses and emergency services. These programs commonly rely on Key Performance Indicators (KPIs) to monitor performance, but existing KPI frameworks remain fragmented, meaning that indicators are typically structured around a single project or organisational level, without a systematic way to connect them across stakeholder groups or across the program as a whole. This means that when one stakeholder group's performance objectives improve at the expense of another's, that is, when a conflict arises between stakeholder objectives, there is no structured overview through which it can be seen. Without a way to trace how KPIs relate across stakeholders and organisational levels, the stakeholder manager cannot detect such tensions until they surface on their own, at which point they may already have escalated into costly or unsafe situations.
This study addresses that gap by designing a decision-support tool that structures a program-wide KPI hierarchy, maps it to stakeholder groups, and systematically identifies conflicts among stakeholders. The main research question guiding the study is: "How can a decision-support tool be designed to structure and visualise an integrated KPI hierarchy, and identify conflicts among stakeholders in urban infrastructure construction programs?". The study follows a Design Science Research (DSR) methodology, using Amsterdam's Programma Bruggen en Kademuren (PBK) as a case study to ground and validate the artifact. The PBK is a program renovating over 800 bridges and approximately 208 kilometres of quay walls in Amsterdam.
For the PBK program, the stakeholder base comprises 8 groups spanning 15 sub-groups, whose values are grounded in the Rotterdam value wheel, retaining 16 values across five capitals (financial, material, human, natural and social) as relevant to the program context. The resulting KPI set spans 183 indicators across financial management, infrastructure quality, safety, environmental sustainability, and stakeholder satisfaction, organised into a three-level hierarchy of supporting elements, basic KPIs and comprehensive KPIs, connected vertically (computational or causal dependencies) and horizontally (complementary measures) both within and across capitals. Twenty of these indicators only emerge once all five capitals are considered jointly rather than separately, showing that treating capitals in isolation understates the true scope of what needs to be measured. A granularity matrix further captures the organisational scale at which each stakeholder group engages with each KPI.
This hierarchy and stakeholder mapping is visualised through an interactive tool combining a spatial map of the program's construction assets, an interactive KPI hierarchy canvas, and a filterable conflict register. The register holds 115 conflicts: 65 arise directly from opposing directional preferences between stakeholder groups on the same KPI, 29 propagate upward through vertical connections in the hierarchy, and a further 21 are flagged for review through horizontal connections to a direct conflict. Close to half of all detected conflicts, then, are not visible from any single KPI in isolation, but only become apparent once the hierarchy's connections are considered, underscoring the value of an integrated structure over isolated indicator tracking. Each entry is further linked to the program's physical construction assets and the stakeholders present around them.
Together, these components form a single tool that makes stakeholder conflicts analytically detectable rather than dependent on negotiation or ad hoc judgement after the fact. Rather than resolving conflicts or prescribing actions, it surfaces, in one place, where directional disagreement exists across the program, so the stakeholder manager can decide how to act. Beyond PBK, this demonstrates that value-driven KPI identification, hierarchical structuring and directional conflict detection form a replicable process for stakeholder conflict management in infrastructure programs more broadly, shifting the stakeholder manager's role from reactive to anticipatory.
This study addresses that gap by designing a decision-support tool that structures a program-wide KPI hierarchy, maps it to stakeholder groups, and systematically identifies conflicts among stakeholders. The main research question guiding the study is: "How can a decision-support tool be designed to structure and visualise an integrated KPI hierarchy, and identify conflicts among stakeholders in urban infrastructure construction programs?". The study follows a Design Science Research (DSR) methodology, using Amsterdam's Programma Bruggen en Kademuren (PBK) as a case study to ground and validate the artifact. The PBK is a program renovating over 800 bridges and approximately 208 kilometres of quay walls in Amsterdam.
For the PBK program, the stakeholder base comprises 8 groups spanning 15 sub-groups, whose values are grounded in the Rotterdam value wheel, retaining 16 values across five capitals (financial, material, human, natural and social) as relevant to the program context. The resulting KPI set spans 183 indicators across financial management, infrastructure quality, safety, environmental sustainability, and stakeholder satisfaction, organised into a three-level hierarchy of supporting elements, basic KPIs and comprehensive KPIs, connected vertically (computational or causal dependencies) and horizontally (complementary measures) both within and across capitals. Twenty of these indicators only emerge once all five capitals are considered jointly rather than separately, showing that treating capitals in isolation understates the true scope of what needs to be measured. A granularity matrix further captures the organisational scale at which each stakeholder group engages with each KPI.
This hierarchy and stakeholder mapping is visualised through an interactive tool combining a spatial map of the program's construction assets, an interactive KPI hierarchy canvas, and a filterable conflict register. The register holds 115 conflicts: 65 arise directly from opposing directional preferences between stakeholder groups on the same KPI, 29 propagate upward through vertical connections in the hierarchy, and a further 21 are flagged for review through horizontal connections to a direct conflict. Close to half of all detected conflicts, then, are not visible from any single KPI in isolation, but only become apparent once the hierarchy's connections are considered, underscoring the value of an integrated structure over isolated indicator tracking. Each entry is further linked to the program's physical construction assets and the stakeholders present around them.
Together, these components form a single tool that makes stakeholder conflicts analytically detectable rather than dependent on negotiation or ad hoc judgement after the fact. Rather than resolving conflicts or prescribing actions, it surfaces, in one place, where directional disagreement exists across the program, so the stakeholder manager can decide how to act. Beyond PBK, this demonstrates that value-driven KPI identification, hierarchical structuring and directional conflict detection form a replicable process for stakeholder conflict management in infrastructure programs more broadly, shifting the stakeholder manager's role from reactive to anticipatory.
The Circularity Potential of Offshore Construction Equipment
Measuring Circular Potential and its Impact on Emission Reduction
Renewable energy alone cannot close the gap to the Paris Agreement, because a substantial share of greenhouse gas (GHG) emissions is embodied in the production of goods and materials. Circularity is therefore a central instrument for decarbonising material-intensive, project-based sectors such as the offshore wind construction sector, where large volumes of project-specific construction equipment are manufactured, deployed a limited number of times and scrapped long before reaching their technical end-of-life. This study develops a method to quantify the circularity potential of such equipment and links it to material-related GHG emissions. Through a comparative review of quantitative circularity indicators against requirements derived from practice, the Product Circularity Indicator (PCI) is selected and adapted. The adaptations are as follows: It is applied per material stream, coupled to material-level Life Cycle Assessment (LCA) emission factors, and its original zero floor is relaxed so that the negative scores arising because of underutilisation remain interpretable as a relative index. The method is applied to four equipment types of a global marine contractor. The selected equipment is a monopile gripper, seafastenings, a flange monopile upending tool (FMUT) and monopile plugs. Furthermore, three R-ladder scenarios are modelled, each back-calculated to a 25% emission-reduction milestone. All four equipment return negative baseline PCI scores, confirming a linear material flow and driven primarily by a low utility factor. The monopile gripper and the seafastenings concentrate both the largest absolute emission burden and the deepest circularity deficit. The first scenario, green procurement (recycling) requires 72.2% recycled structural steel and acts as a quick win but cannot compensate for low utilisation. The second scenario, component reuse achieves a comparable carbon target with a smaller circulated fraction. The third scenario, lifetime extension through modularity 1.33 times more service cycles) more service cycles) is the only strategy that raises the utility factor itself and therefore carries the highest GHG- and material extraction reduction ceiling. Semi-structured stakeholder interviews confirm that the binding constraints are organisational and certification-related rather than technical. Academically, the study adapts the PCI to express multi-strategy circular potential at the material-stream level and couples it to LCA emissions. Practically, it delivers a decision-support tool that translates a high-level science-based target into concrete, equipment-specific requirements. The method and the resulting future vision could be transferable to comparable project-based, material-intensive settings.
...
Renewable energy alone cannot close the gap to the Paris Agreement, because a substantial share of greenhouse gas (GHG) emissions is embodied in the production of goods and materials. Circularity is therefore a central instrument for decarbonising material-intensive, project-based sectors such as the offshore wind construction sector, where large volumes of project-specific construction equipment are manufactured, deployed a limited number of times and scrapped long before reaching their technical end-of-life. This study develops a method to quantify the circularity potential of such equipment and links it to material-related GHG emissions. Through a comparative review of quantitative circularity indicators against requirements derived from practice, the Product Circularity Indicator (PCI) is selected and adapted. The adaptations are as follows: It is applied per material stream, coupled to material-level Life Cycle Assessment (LCA) emission factors, and its original zero floor is relaxed so that the negative scores arising because of underutilisation remain interpretable as a relative index. The method is applied to four equipment types of a global marine contractor. The selected equipment is a monopile gripper, seafastenings, a flange monopile upending tool (FMUT) and monopile plugs. Furthermore, three R-ladder scenarios are modelled, each back-calculated to a 25% emission-reduction milestone. All four equipment return negative baseline PCI scores, confirming a linear material flow and driven primarily by a low utility factor. The monopile gripper and the seafastenings concentrate both the largest absolute emission burden and the deepest circularity deficit. The first scenario, green procurement (recycling) requires 72.2% recycled structural steel and acts as a quick win but cannot compensate for low utilisation. The second scenario, component reuse achieves a comparable carbon target with a smaller circulated fraction. The third scenario, lifetime extension through modularity 1.33 times more service cycles) more service cycles) is the only strategy that raises the utility factor itself and therefore carries the highest GHG- and material extraction reduction ceiling. Semi-structured stakeholder interviews confirm that the binding constraints are organisational and certification-related rather than technical. Academically, the study adapts the PCI to express multi-strategy circular potential at the material-stream level and couples it to LCA emissions. Practically, it delivers a decision-support tool that translates a high-level science-based target into concrete, equipment-specific requirements. The method and the resulting future vision could be transferable to comparable project-based, material-intensive settings.
Strategic Road Planning to Reduce Deforestation
A Case Study of Mine-access Roads in Cameroon
Roads are typically planned to minimize construction cost, with environmental mitigation addressed project by project only after a route has already been chosen. This thesis instead studies road planning decisions at the network level, made before individual projects are designed, and asks how they shape the trade-off between construction cost and deforestation risk. Mine-access roads in Cameroon serves as the case study. It combines extensive intact tropical forest, multiple protected areas, a growing set of planned mining projects, and a sparse paved road network, creating both a clear need for new mine-access roads and clear risk to forest cover. Existing studies address parts of this planning problem separately: how protected-area regulations reshape routes and deforestation and how different network scopes change the trade-off between economic benefit and environmental cost. Carbon shadow pricing is already used to penalize for the loss of carbon sequestration from deforestation by institutions such as the European Investment Bank and the UN-REDD Program in project appraisal, but its effect on mine-access road routing has not been tested. No study integrates these planning dimensions into one national-scale model for mine-access roads in Sub-Saharan Africa. This thesis fills that gap with a spatial model linking mines to Kribi Port through least-cost paths. The model encodes three planning dimensions as adjustable inputs: (1) mine development scope, a most-likely scope of 12 mines versus a more-ambitious scope of 29 mines; (2) spatial restrictions, protected-area boundaries and buffers of 3, 5, and 10 kilometers; and (3) carbon shadow pricing, ranging from 0 to 1,400 USD/tCO2e. For each combination, the model computes construction cost, deforestation, forest fragmentation, and mine connectivity. Results show that no single planning strategy minimizes every outcome simultaneously. Restricting only the protected-area interior increases deforestation just outside its boundary, because routes are redirected to trace the edge as closely as possible. Buffers extending 3 to 10 kilometers beyond the boundary reduce this effect but raise total construction cost, total deforestation, and the number of mines that lose road access. Carbon shadow pricing changes route choice only at extreme price levels; at most tested prices it raises the accounting cost of a strategy without changing the physical route. The strategies examined reduce deforestation risk to protected areas specifically, not total deforestation, and that reduction comes at the cost of more loss elsewhere. These findings show that strategic, network-level planning can make cost and deforestation trade-offs explicit and quantifiable before individual road projects are designed. It can help governments, investors, and conservation actors weigh these trade-offs explicitly rather than resolve them after the roads are built.
...
Roads are typically planned to minimize construction cost, with environmental mitigation addressed project by project only after a route has already been chosen. This thesis instead studies road planning decisions at the network level, made before individual projects are designed, and asks how they shape the trade-off between construction cost and deforestation risk. Mine-access roads in Cameroon serves as the case study. It combines extensive intact tropical forest, multiple protected areas, a growing set of planned mining projects, and a sparse paved road network, creating both a clear need for new mine-access roads and clear risk to forest cover. Existing studies address parts of this planning problem separately: how protected-area regulations reshape routes and deforestation and how different network scopes change the trade-off between economic benefit and environmental cost. Carbon shadow pricing is already used to penalize for the loss of carbon sequestration from deforestation by institutions such as the European Investment Bank and the UN-REDD Program in project appraisal, but its effect on mine-access road routing has not been tested. No study integrates these planning dimensions into one national-scale model for mine-access roads in Sub-Saharan Africa. This thesis fills that gap with a spatial model linking mines to Kribi Port through least-cost paths. The model encodes three planning dimensions as adjustable inputs: (1) mine development scope, a most-likely scope of 12 mines versus a more-ambitious scope of 29 mines; (2) spatial restrictions, protected-area boundaries and buffers of 3, 5, and 10 kilometers; and (3) carbon shadow pricing, ranging from 0 to 1,400 USD/tCO2e. For each combination, the model computes construction cost, deforestation, forest fragmentation, and mine connectivity. Results show that no single planning strategy minimizes every outcome simultaneously. Restricting only the protected-area interior increases deforestation just outside its boundary, because routes are redirected to trace the edge as closely as possible. Buffers extending 3 to 10 kilometers beyond the boundary reduce this effect but raise total construction cost, total deforestation, and the number of mines that lose road access. Carbon shadow pricing changes route choice only at extreme price levels; at most tested prices it raises the accounting cost of a strategy without changing the physical route. The strategies examined reduce deforestation risk to protected areas specifically, not total deforestation, and that reduction comes at the cost of more loss elsewhere. These findings show that strategic, network-level planning can make cost and deforestation trade-offs explicit and quantifiable before individual road projects are designed. It can help governments, investors, and conservation actors weigh these trade-offs explicitly rather than resolve them after the roads are built.
The Real Decisions Behind Electric Truck Procurement
A Multi-Level Decision-Support Framework for Truck Electrification by Fleet Operators
Battery electric trucks (BETs) are becoming cost-competitive, yet adoption by fleet operators across Europe remains limited. A key reason is that BET procurement is not a simple vehicle replacement. It changes the wider decision-making context of the fleet operator, requiring alignment between the vehicle, charging infrastructure, grid capacity, routes, customers, contracts, and daily operations. Existing research identifies many adoption barriers and drivers and studies individual electrification issues such as charging, routing, and grid capacity. However, it does not connect these factors to concrete procurement decisions, nor does it treat BET procurement as an interdependent decision-making process from the fleet operator perspective.
This thesis develops a multi-level decision-support framework that helps fleet operators structure BET procurement. The central research question asks how such a framework can guide fleet operators in structuring the interdependent strategic, tactical, and operational decisions of BET implementation across transport profiles, while accounting for adoption barriers and drivers. The study combines a literature review of academic and grey sources, conceptual modelling, and eighteen semi-structured expert interviews conducted in two rounds. Interview data were analysed through deductive and inductive coding, and the interdependencies between decisions were mapped in a directed relationship matrix.
The central finding is that BET procurement is an organisational decision-making problem rather than a vehicle-replacement decision. It introduces fifteen interdependent decisions across the strategic, tactical, and operational levels, three of which emerged only from practice. Charging-related decisions shape many of the others. Adoption barriers and drivers do not act as stand-alone factors but operate through specific decisions, and feasibility is determined by seven operational transport dimensions rather than by broad transport profiles alone. The resulting framework starts with these dimensions as a feasibility check, structures the decisions across three levels, and uses operational experience as a feedback mechanism, turning a vague electrification ambition into a phased, context-specific pathway. The framework is an analytical structuring tool that is grounded in practice but not yet validated in a real procurement process. ...
This thesis develops a multi-level decision-support framework that helps fleet operators structure BET procurement. The central research question asks how such a framework can guide fleet operators in structuring the interdependent strategic, tactical, and operational decisions of BET implementation across transport profiles, while accounting for adoption barriers and drivers. The study combines a literature review of academic and grey sources, conceptual modelling, and eighteen semi-structured expert interviews conducted in two rounds. Interview data were analysed through deductive and inductive coding, and the interdependencies between decisions were mapped in a directed relationship matrix.
The central finding is that BET procurement is an organisational decision-making problem rather than a vehicle-replacement decision. It introduces fifteen interdependent decisions across the strategic, tactical, and operational levels, three of which emerged only from practice. Charging-related decisions shape many of the others. Adoption barriers and drivers do not act as stand-alone factors but operate through specific decisions, and feasibility is determined by seven operational transport dimensions rather than by broad transport profiles alone. The resulting framework starts with these dimensions as a feasibility check, structures the decisions across three levels, and uses operational experience as a feedback mechanism, turning a vague electrification ambition into a phased, context-specific pathway. The framework is an analytical structuring tool that is grounded in practice but not yet validated in a real procurement process. ...
Battery electric trucks (BETs) are becoming cost-competitive, yet adoption by fleet operators across Europe remains limited. A key reason is that BET procurement is not a simple vehicle replacement. It changes the wider decision-making context of the fleet operator, requiring alignment between the vehicle, charging infrastructure, grid capacity, routes, customers, contracts, and daily operations. Existing research identifies many adoption barriers and drivers and studies individual electrification issues such as charging, routing, and grid capacity. However, it does not connect these factors to concrete procurement decisions, nor does it treat BET procurement as an interdependent decision-making process from the fleet operator perspective.
This thesis develops a multi-level decision-support framework that helps fleet operators structure BET procurement. The central research question asks how such a framework can guide fleet operators in structuring the interdependent strategic, tactical, and operational decisions of BET implementation across transport profiles, while accounting for adoption barriers and drivers. The study combines a literature review of academic and grey sources, conceptual modelling, and eighteen semi-structured expert interviews conducted in two rounds. Interview data were analysed through deductive and inductive coding, and the interdependencies between decisions were mapped in a directed relationship matrix.
The central finding is that BET procurement is an organisational decision-making problem rather than a vehicle-replacement decision. It introduces fifteen interdependent decisions across the strategic, tactical, and operational levels, three of which emerged only from practice. Charging-related decisions shape many of the others. Adoption barriers and drivers do not act as stand-alone factors but operate through specific decisions, and feasibility is determined by seven operational transport dimensions rather than by broad transport profiles alone. The resulting framework starts with these dimensions as a feasibility check, structures the decisions across three levels, and uses operational experience as a feedback mechanism, turning a vague electrification ambition into a phased, context-specific pathway. The framework is an analytical structuring tool that is grounded in practice but not yet validated in a real procurement process.
This thesis develops a multi-level decision-support framework that helps fleet operators structure BET procurement. The central research question asks how such a framework can guide fleet operators in structuring the interdependent strategic, tactical, and operational decisions of BET implementation across transport profiles, while accounting for adoption barriers and drivers. The study combines a literature review of academic and grey sources, conceptual modelling, and eighteen semi-structured expert interviews conducted in two rounds. Interview data were analysed through deductive and inductive coding, and the interdependencies between decisions were mapped in a directed relationship matrix.
The central finding is that BET procurement is an organisational decision-making problem rather than a vehicle-replacement decision. It introduces fifteen interdependent decisions across the strategic, tactical, and operational levels, three of which emerged only from practice. Charging-related decisions shape many of the others. Adoption barriers and drivers do not act as stand-alone factors but operate through specific decisions, and feasibility is determined by seven operational transport dimensions rather than by broad transport profiles alone. The resulting framework starts with these dimensions as a feasibility check, structures the decisions across three levels, and uses operational experience as a feedback mechanism, turning a vague electrification ambition into a phased, context-specific pathway. The framework is an analytical structuring tool that is grounded in practice but not yet validated in a real procurement process.
Reducing CO2-emissions of Port of Rotterdam hinterland transport by truck
Analyzing the dynamics of adoption of technologies that reduce the carbon intensity of energy used by trucks
This study investigates the decarbonization of truck-based container transport in the Port of Rotterdam's hinterland, focusing on the adoption of three key low-carbon technologies: Battery Electric Trucks (BETs), Fuel-Cell Electric Trucks (FCETs), and e-diesel. As the largest logistics hub in Europe, the Port of Rotterdam faces increasing pressure to reduce CO₂ emissions, especially from road transport. Using a system dynamics model developed in Vensim and informed by expert interviews, the research explores technology adoption dynamics, including infrastructure availability, technology maturity, awareness, energy source supply, and lifecycle costs. The study identifies interdependent feedback loops among these factors and evaluates policy interventions that can accelerate adoption. Two key policies—stimulation of lower-emission truck adoption and collaborative BET implementation—are found to be particularly effective in initiating exponential adoption growth. Scenario analyses also highlight the importance of early and coordinated policy action. BETs emerge as the most viable near-term solution due to their faster cost reductions and existing infrastructure advantages, while FCETs remain a longer-term option for specific use cases. The findings offer actionable insights for the Port of Rotterdam Authority and policymakers, emphasizing early intervention, national coordination, and a strategic focus on BETs to achieve carbon neutrality in hinterland transport by 2050.
...
This study investigates the decarbonization of truck-based container transport in the Port of Rotterdam's hinterland, focusing on the adoption of three key low-carbon technologies: Battery Electric Trucks (BETs), Fuel-Cell Electric Trucks (FCETs), and e-diesel. As the largest logistics hub in Europe, the Port of Rotterdam faces increasing pressure to reduce CO₂ emissions, especially from road transport. Using a system dynamics model developed in Vensim and informed by expert interviews, the research explores technology adoption dynamics, including infrastructure availability, technology maturity, awareness, energy source supply, and lifecycle costs. The study identifies interdependent feedback loops among these factors and evaluates policy interventions that can accelerate adoption. Two key policies—stimulation of lower-emission truck adoption and collaborative BET implementation—are found to be particularly effective in initiating exponential adoption growth. Scenario analyses also highlight the importance of early and coordinated policy action. BETs emerge as the most viable near-term solution due to their faster cost reductions and existing infrastructure advantages, while FCETs remain a longer-term option for specific use cases. The findings offer actionable insights for the Port of Rotterdam Authority and policymakers, emphasizing early intervention, national coordination, and a strategic focus on BETs to achieve carbon neutrality in hinterland transport by 2050.
This thesis compares two pathways for decarbonising long-haul freight: Battery Electric Heavy-Duty Vehicles (BEHDVs) using static charging and BEHDVs supported by Electric Road Systems (ERS) enabling dynamic charging. Using the Multi-Actor Multi-Criteria Analysis (MAMCA) and Best-Worst Method (BWM), the study evaluates both options from the perspectives of six stakeholder groups: carriers, shippers, vehicle manufacturers, grid operators, road operators, and freight forwarders.
Stakeholder criteria were identified through eleven expert interviews and weighted via BWM surveys, then linked to measurable, normalised indicators. Results show BEHDV-only is preferred by manufacturers and freight forwarders, while ERS is favoured by grid and road operators for its grid load balancing and land use efficiency. Shippers and carriers show moderate ERS preference, citing reliability and driver well-being benefits.
A phased strategy, static charging for near-term deployment and targeted ERS rollout on high-utilisation corridors, is recommended to balance operational, economic, and long-term sustainability goals. ...
Stakeholder criteria were identified through eleven expert interviews and weighted via BWM surveys, then linked to measurable, normalised indicators. Results show BEHDV-only is preferred by manufacturers and freight forwarders, while ERS is favoured by grid and road operators for its grid load balancing and land use efficiency. Shippers and carriers show moderate ERS preference, citing reliability and driver well-being benefits.
A phased strategy, static charging for near-term deployment and targeted ERS rollout on high-utilisation corridors, is recommended to balance operational, economic, and long-term sustainability goals. ...
This thesis compares two pathways for decarbonising long-haul freight: Battery Electric Heavy-Duty Vehicles (BEHDVs) using static charging and BEHDVs supported by Electric Road Systems (ERS) enabling dynamic charging. Using the Multi-Actor Multi-Criteria Analysis (MAMCA) and Best-Worst Method (BWM), the study evaluates both options from the perspectives of six stakeholder groups: carriers, shippers, vehicle manufacturers, grid operators, road operators, and freight forwarders.
Stakeholder criteria were identified through eleven expert interviews and weighted via BWM surveys, then linked to measurable, normalised indicators. Results show BEHDV-only is preferred by manufacturers and freight forwarders, while ERS is favoured by grid and road operators for its grid load balancing and land use efficiency. Shippers and carriers show moderate ERS preference, citing reliability and driver well-being benefits.
A phased strategy, static charging for near-term deployment and targeted ERS rollout on high-utilisation corridors, is recommended to balance operational, economic, and long-term sustainability goals.
Stakeholder criteria were identified through eleven expert interviews and weighted via BWM surveys, then linked to measurable, normalised indicators. Results show BEHDV-only is preferred by manufacturers and freight forwarders, while ERS is favoured by grid and road operators for its grid load balancing and land use efficiency. Shippers and carriers show moderate ERS preference, citing reliability and driver well-being benefits.
A phased strategy, static charging for near-term deployment and targeted ERS rollout on high-utilisation corridors, is recommended to balance operational, economic, and long-term sustainability goals.
Conceptualize Digital Traceability Adoption Framework - Study Case Infant Formula Factories
Toward Transparency and Traceability in Food Supply Chains
Master thesis
(2025)
-
Fahmi Mochammad Miftahul Fahmi, L.A. Tavasszy, Marcela Tuler de Oliveira, E. Zorer
Background.
Global Food Supply Chains (FSC) have been posing risks due to contamination, adulteration, and fraudulent behavior. These issues compromise consumer safety and damage customers' trust. These have led to a substantial rise in the demand for transparency, with traceability serves as a key enabler. Despite its importance, the reality is that complete traceability is more the exception than the rule.
A significant barrier lies in the internal traceability (within company or factory) system, which is often non-transparent and asymmetric, posing a serious threat to the security and reliability of the information. While digitalization offers promising solutions, many organizations continue to rely on conventional systems, or face interoperability or integration issues when digital systems are implemented. There is a high urgency to address these current issues to make traceability more efficient and effective.
Problem.
This research focuses on the category of infant nutrition (baby formula). In this area, transparency is much more important due to the high-risk nature of the consumer group and the relatively small number of companies, which makes the supply chain more susceptible to disruptions. From an academic perspective, there is limited research on frameworks for adopting digital traceability, particularly for internal traceability. To the author’s knowledge, empirical evidence is limited, with no studies specifically addressing traceability in infant formula manufacturing.
From a business standpoint (case study), traceability practices vary widely across factories. Some factories in the studied company use standardized digital systems ("core tools"), while others rely on legacy or manual methods. These differences reflect varying levels of digital maturity and hinder the company’s transparency goals. Inconsistent data management adds pressure on factories to meet traceability standards efficiently. Therefore, this study aims to address the need for a unified approach by answering the question: “What conceptual framework can be developed for the factories in infant formula manufacturing to adopt Digital Traceability tools to achieve Transparency?”.
Research Approach.
We utilized the information system's Design Science Research (DSR) framework of \textcite{hevner_three_2007}. The framework consists of three contexts: Knowledge, Environment, and Design. The formulation of the framework follows Process Pattern Models.
Conceptual Framework of Digital Traceability Adoption.
The conceptual framework for the adoption of digital traceability, as the output of this research, emphasizes the adoption process. It is used as the 'way of thinking' to understand the current situation and what steps to take ahead. The framework consists of three main parts: i) Factors affecting digital traceability adoption (drivers and challenges), ii) Maturity Level Assessment, and iii) Adoption Stages.
Future Research.
This research has contributed to the first steps of digital adoption for internal traceability in FSC. There are several areas recommended. First, to further investigate the relationship between traceability and transparency across different levels of traceability maturity level. Second, the relationship between drivers and adoption outcomes remains underexplored, though this study hints that initial motivations can influence current traceability levels. Third, future research should investigate integrating internal factory traceability with external supply chain traceability, as current literature treats them separately. Finally, the study has identified the components, but solution and more practical use of the frameworks are much more to be explored. For government: Access to emerging technologies enhances digital traceability, this emphasizes the importance for industry and academia collaboration.
Novelty.
The novelty of this thesis is in its integration of Design Science Research (DSR) and the Process Pattern Model (PPM) to develop a practical, systematic framework for adopting digital traceability tools. Unlike prior studies that emphasize external traceability or emerging technologies such as blockchain, this research focuses on the underexplored domain of 'internal traceability' using widely deployed manufacturing systems (MES, PMS, WMS, LIMS, ERP). It further contributes to academic inquiry into infant formula traceability, a niche but high-risk segment that is scarce in the existing literature. By combining theoretical insights with empirical evidence, the framework emphasizes the adoption process, incorporates post-adoption considerations, and delivers guidance for factory-level implementation.
...
Global Food Supply Chains (FSC) have been posing risks due to contamination, adulteration, and fraudulent behavior. These issues compromise consumer safety and damage customers' trust. These have led to a substantial rise in the demand for transparency, with traceability serves as a key enabler. Despite its importance, the reality is that complete traceability is more the exception than the rule.
A significant barrier lies in the internal traceability (within company or factory) system, which is often non-transparent and asymmetric, posing a serious threat to the security and reliability of the information. While digitalization offers promising solutions, many organizations continue to rely on conventional systems, or face interoperability or integration issues when digital systems are implemented. There is a high urgency to address these current issues to make traceability more efficient and effective.
Problem.
This research focuses on the category of infant nutrition (baby formula). In this area, transparency is much more important due to the high-risk nature of the consumer group and the relatively small number of companies, which makes the supply chain more susceptible to disruptions. From an academic perspective, there is limited research on frameworks for adopting digital traceability, particularly for internal traceability. To the author’s knowledge, empirical evidence is limited, with no studies specifically addressing traceability in infant formula manufacturing.
From a business standpoint (case study), traceability practices vary widely across factories. Some factories in the studied company use standardized digital systems ("core tools"), while others rely on legacy or manual methods. These differences reflect varying levels of digital maturity and hinder the company’s transparency goals. Inconsistent data management adds pressure on factories to meet traceability standards efficiently. Therefore, this study aims to address the need for a unified approach by answering the question: “What conceptual framework can be developed for the factories in infant formula manufacturing to adopt Digital Traceability tools to achieve Transparency?”.
Research Approach.
We utilized the information system's Design Science Research (DSR) framework of \textcite{hevner_three_2007}. The framework consists of three contexts: Knowledge, Environment, and Design. The formulation of the framework follows Process Pattern Models.
Conceptual Framework of Digital Traceability Adoption.
The conceptual framework for the adoption of digital traceability, as the output of this research, emphasizes the adoption process. It is used as the 'way of thinking' to understand the current situation and what steps to take ahead. The framework consists of three main parts: i) Factors affecting digital traceability adoption (drivers and challenges), ii) Maturity Level Assessment, and iii) Adoption Stages.
Future Research.
This research has contributed to the first steps of digital adoption for internal traceability in FSC. There are several areas recommended. First, to further investigate the relationship between traceability and transparency across different levels of traceability maturity level. Second, the relationship between drivers and adoption outcomes remains underexplored, though this study hints that initial motivations can influence current traceability levels. Third, future research should investigate integrating internal factory traceability with external supply chain traceability, as current literature treats them separately. Finally, the study has identified the components, but solution and more practical use of the frameworks are much more to be explored. For government: Access to emerging technologies enhances digital traceability, this emphasizes the importance for industry and academia collaboration.
Novelty.
The novelty of this thesis is in its integration of Design Science Research (DSR) and the Process Pattern Model (PPM) to develop a practical, systematic framework for adopting digital traceability tools. Unlike prior studies that emphasize external traceability or emerging technologies such as blockchain, this research focuses on the underexplored domain of 'internal traceability' using widely deployed manufacturing systems (MES, PMS, WMS, LIMS, ERP). It further contributes to academic inquiry into infant formula traceability, a niche but high-risk segment that is scarce in the existing literature. By combining theoretical insights with empirical evidence, the framework emphasizes the adoption process, incorporates post-adoption considerations, and delivers guidance for factory-level implementation.
...
Background.
Global Food Supply Chains (FSC) have been posing risks due to contamination, adulteration, and fraudulent behavior. These issues compromise consumer safety and damage customers' trust. These have led to a substantial rise in the demand for transparency, with traceability serves as a key enabler. Despite its importance, the reality is that complete traceability is more the exception than the rule.
A significant barrier lies in the internal traceability (within company or factory) system, which is often non-transparent and asymmetric, posing a serious threat to the security and reliability of the information. While digitalization offers promising solutions, many organizations continue to rely on conventional systems, or face interoperability or integration issues when digital systems are implemented. There is a high urgency to address these current issues to make traceability more efficient and effective.
Problem.
This research focuses on the category of infant nutrition (baby formula). In this area, transparency is much more important due to the high-risk nature of the consumer group and the relatively small number of companies, which makes the supply chain more susceptible to disruptions. From an academic perspective, there is limited research on frameworks for adopting digital traceability, particularly for internal traceability. To the author’s knowledge, empirical evidence is limited, with no studies specifically addressing traceability in infant formula manufacturing.
From a business standpoint (case study), traceability practices vary widely across factories. Some factories in the studied company use standardized digital systems ("core tools"), while others rely on legacy or manual methods. These differences reflect varying levels of digital maturity and hinder the company’s transparency goals. Inconsistent data management adds pressure on factories to meet traceability standards efficiently. Therefore, this study aims to address the need for a unified approach by answering the question: “What conceptual framework can be developed for the factories in infant formula manufacturing to adopt Digital Traceability tools to achieve Transparency?”.
Research Approach.
We utilized the information system's Design Science Research (DSR) framework of \textcite{hevner_three_2007}. The framework consists of three contexts: Knowledge, Environment, and Design. The formulation of the framework follows Process Pattern Models.
Conceptual Framework of Digital Traceability Adoption.
The conceptual framework for the adoption of digital traceability, as the output of this research, emphasizes the adoption process. It is used as the 'way of thinking' to understand the current situation and what steps to take ahead. The framework consists of three main parts: i) Factors affecting digital traceability adoption (drivers and challenges), ii) Maturity Level Assessment, and iii) Adoption Stages.
Future Research.
This research has contributed to the first steps of digital adoption for internal traceability in FSC. There are several areas recommended. First, to further investigate the relationship between traceability and transparency across different levels of traceability maturity level. Second, the relationship between drivers and adoption outcomes remains underexplored, though this study hints that initial motivations can influence current traceability levels. Third, future research should investigate integrating internal factory traceability with external supply chain traceability, as current literature treats them separately. Finally, the study has identified the components, but solution and more practical use of the frameworks are much more to be explored. For government: Access to emerging technologies enhances digital traceability, this emphasizes the importance for industry and academia collaboration.
Novelty.
The novelty of this thesis is in its integration of Design Science Research (DSR) and the Process Pattern Model (PPM) to develop a practical, systematic framework for adopting digital traceability tools. Unlike prior studies that emphasize external traceability or emerging technologies such as blockchain, this research focuses on the underexplored domain of 'internal traceability' using widely deployed manufacturing systems (MES, PMS, WMS, LIMS, ERP). It further contributes to academic inquiry into infant formula traceability, a niche but high-risk segment that is scarce in the existing literature. By combining theoretical insights with empirical evidence, the framework emphasizes the adoption process, incorporates post-adoption considerations, and delivers guidance for factory-level implementation.
Global Food Supply Chains (FSC) have been posing risks due to contamination, adulteration, and fraudulent behavior. These issues compromise consumer safety and damage customers' trust. These have led to a substantial rise in the demand for transparency, with traceability serves as a key enabler. Despite its importance, the reality is that complete traceability is more the exception than the rule.
A significant barrier lies in the internal traceability (within company or factory) system, which is often non-transparent and asymmetric, posing a serious threat to the security and reliability of the information. While digitalization offers promising solutions, many organizations continue to rely on conventional systems, or face interoperability or integration issues when digital systems are implemented. There is a high urgency to address these current issues to make traceability more efficient and effective.
Problem.
This research focuses on the category of infant nutrition (baby formula). In this area, transparency is much more important due to the high-risk nature of the consumer group and the relatively small number of companies, which makes the supply chain more susceptible to disruptions. From an academic perspective, there is limited research on frameworks for adopting digital traceability, particularly for internal traceability. To the author’s knowledge, empirical evidence is limited, with no studies specifically addressing traceability in infant formula manufacturing.
From a business standpoint (case study), traceability practices vary widely across factories. Some factories in the studied company use standardized digital systems ("core tools"), while others rely on legacy or manual methods. These differences reflect varying levels of digital maturity and hinder the company’s transparency goals. Inconsistent data management adds pressure on factories to meet traceability standards efficiently. Therefore, this study aims to address the need for a unified approach by answering the question: “What conceptual framework can be developed for the factories in infant formula manufacturing to adopt Digital Traceability tools to achieve Transparency?”.
Research Approach.
We utilized the information system's Design Science Research (DSR) framework of \textcite{hevner_three_2007}. The framework consists of three contexts: Knowledge, Environment, and Design. The formulation of the framework follows Process Pattern Models.
Conceptual Framework of Digital Traceability Adoption.
The conceptual framework for the adoption of digital traceability, as the output of this research, emphasizes the adoption process. It is used as the 'way of thinking' to understand the current situation and what steps to take ahead. The framework consists of three main parts: i) Factors affecting digital traceability adoption (drivers and challenges), ii) Maturity Level Assessment, and iii) Adoption Stages.
Future Research.
This research has contributed to the first steps of digital adoption for internal traceability in FSC. There are several areas recommended. First, to further investigate the relationship between traceability and transparency across different levels of traceability maturity level. Second, the relationship between drivers and adoption outcomes remains underexplored, though this study hints that initial motivations can influence current traceability levels. Third, future research should investigate integrating internal factory traceability with external supply chain traceability, as current literature treats them separately. Finally, the study has identified the components, but solution and more practical use of the frameworks are much more to be explored. For government: Access to emerging technologies enhances digital traceability, this emphasizes the importance for industry and academia collaboration.
Novelty.
The novelty of this thesis is in its integration of Design Science Research (DSR) and the Process Pattern Model (PPM) to develop a practical, systematic framework for adopting digital traceability tools. Unlike prior studies that emphasize external traceability or emerging technologies such as blockchain, this research focuses on the underexplored domain of 'internal traceability' using widely deployed manufacturing systems (MES, PMS, WMS, LIMS, ERP). It further contributes to academic inquiry into infant formula traceability, a niche but high-risk segment that is scarce in the existing literature. By combining theoretical insights with empirical evidence, the framework emphasizes the adoption process, incorporates post-adoption considerations, and delivers guidance for factory-level implementation.
Reducing CO2 Emissions in Indonesian Container Terminals
A Study on Cost-Effective Mitigation Strategies
Master thesis
(2025)
-
Nadhira Zahrani Widiafina, J.F.J. Pruyn, L.A. Tavasszy, Adson Hofman, H. Sandee, H. Fahmiasari
Abstract─ Indonesia’s container port sector is economically vital but contributes significantly to national greenhouse gas (GHG) emissions. Emissions reduction planning remains fragmented, especially for small and medium-sized terminals. This study develops a standardized, scalable framework for quantifying emissions, forecasting trends, and assessing the cost-effectiveness of decarbonization measures across Indonesian container terminals. Using operational data from five terminals, large (TPS, BJTI, TTL), medium (Palembang), and small (Jambi), an activity-based inventory was built for Scope 1, 2, and 3 emissions. Future emissions were projected under business-as-usual (BAU) and mitigation scenarios, and five decarbonization strategies were evaluated using Marginal Abatement Cost Curve (MACC) analysis. In 2024, carbon intensity ranged from 20.1 to 34.2 kgCO₂e/TEU, with higher values driven by vessel hoteling and carbon-intensive grids rather than terminal size. Without intervention, emission intensity is projected to decrease by 20% and increasing up to 11% by 2050. Operational measures like layout optimization (as low as €0.1/tCO₂) and operator training (€7.3/tCO₂) offer immediate, low-cost reductions. Structural options such as onshore power supply (OPS) and equipment electrification yield larger abatement but are only cost-effective with a cleaner electricity grid. Solar PV offers moderate reductions and energy resilience, becoming viable at carbon prices above €40/t. Most structural measures are economically attractive between €0–50/t. The findings support a phased strategy: prioritize operational efficiency first, implement OPS and solar PV as the grid decarbonizes, and phase in electrification during asset renewal cycles to support sustainable port development.
Index Terms─ Container Port Decarbonization, CO2 Emissions, Marginal Abatement Cost Curve (MACC)
...
Index Terms─ Container Port Decarbonization, CO2 Emissions, Marginal Abatement Cost Curve (MACC)
...
Abstract─ Indonesia’s container port sector is economically vital but contributes significantly to national greenhouse gas (GHG) emissions. Emissions reduction planning remains fragmented, especially for small and medium-sized terminals. This study develops a standardized, scalable framework for quantifying emissions, forecasting trends, and assessing the cost-effectiveness of decarbonization measures across Indonesian container terminals. Using operational data from five terminals, large (TPS, BJTI, TTL), medium (Palembang), and small (Jambi), an activity-based inventory was built for Scope 1, 2, and 3 emissions. Future emissions were projected under business-as-usual (BAU) and mitigation scenarios, and five decarbonization strategies were evaluated using Marginal Abatement Cost Curve (MACC) analysis. In 2024, carbon intensity ranged from 20.1 to 34.2 kgCO₂e/TEU, with higher values driven by vessel hoteling and carbon-intensive grids rather than terminal size. Without intervention, emission intensity is projected to decrease by 20% and increasing up to 11% by 2050. Operational measures like layout optimization (as low as €0.1/tCO₂) and operator training (€7.3/tCO₂) offer immediate, low-cost reductions. Structural options such as onshore power supply (OPS) and equipment electrification yield larger abatement but are only cost-effective with a cleaner electricity grid. Solar PV offers moderate reductions and energy resilience, becoming viable at carbon prices above €40/t. Most structural measures are economically attractive between €0–50/t. The findings support a phased strategy: prioritize operational efficiency first, implement OPS and solar PV as the grid decarbonizes, and phase in electrification during asset renewal cycles to support sustainable port development.
Index Terms─ Container Port Decarbonization, CO2 Emissions, Marginal Abatement Cost Curve (MACC)
Index Terms─ Container Port Decarbonization, CO2 Emissions, Marginal Abatement Cost Curve (MACC)
Master thesis
(2025)
-
D.C. Nienhuis, P. Steinmann, A. Verbraeck, L.A. Tavasszy, R. Binnekamp, Dirk van Uffelen
Megaprojects frequently face cost overruns and schedule delays, a pattern known as the iron law of megaprojects, which persists partly because traditional determinis tic or probabilistic planning methods are inadequate for managing deep uncertainty. This form of uncertainty arises when the probability, timing, or impact of key events cannot be reliably estimated, often leading to unrealistic schedules and ineffective risk responses. This study investigates the question: How can Exploratory Modelling and Analysis and Dynamic Adaptive Policy Pathways be applied to improve schedule robustness in infrastructure construction projects? The research focuses on the Schiphol bridge reconstruction, which is part of the Veenix A9 BaHo project and is conducted in collaboration with Count & Cooper. A Discrete Event Simulation (DES) model is built in SimPy and structured using a task dependency graph de rived from the project’s original schedule via NetworkX. The model is sampled 10,000 times under baseline conditions using Latin Hypercube Sampling. In scenario discovery, Patient Rule Induction Method (PRIM) is used in combination with a scaling function identifying six high-impact scenarios, which serve both as inputs for robust policy search and as Adaptation Tipping Points (ATP) for the Dynamic Adaptive Policy Pathways (DAPP) schedule. Robust mitigation strategies are derived using a Multi-Objective Evolutionary Algorithm under the Multi-Objective Robust Decision Making framework, with a second PRIM experiment selecting four final robust policies. These policies correspond to at least one of the high-impact scenarios and form the backbone of a conditional DAPP schedule. The DAPP schedule is evaluated against a static baseline using 5,000 DES simulations with identical uncertainty sampling. In 20 comparative runs, it reduced project duration by an average of 67 days and cost by approximately e97.5 million on the entire project schedule. All three robust policies include the measures new design, overtime labour, and electric machinery, suggesting that a focused subset of actions can improve resilience even when the future is highly uncertain. Unlike prior Decision Making under Deep Uncertainty (DMDU) applications, which often focus on long-term or high-level strategic planning, this study embeds adaptive logic within a highly granular, task-level construction schedule based on real project data. This approach raises methodological challenges in how adaptation tipping points are defined, triggered, and monitored within network-based simulation. The findings demonstrate not only the feasibility of combining Exploratory Modelling and Analysis (EMA) and DAPP in operational construction settings but also the need for further research into real-time scenario recognition and policy switching mechanisms under uncertainty. ...
Megaprojects frequently face cost overruns and schedule delays, a pattern known as the iron law of megaprojects, which persists partly because traditional determinis tic or probabilistic planning methods are inadequate for managing deep uncertainty. This form of uncertainty arises when the probability, timing, or impact of key events cannot be reliably estimated, often leading to unrealistic schedules and ineffective risk responses. This study investigates the question: How can Exploratory Modelling and Analysis and Dynamic Adaptive Policy Pathways be applied to improve schedule robustness in infrastructure construction projects? The research focuses on the Schiphol bridge reconstruction, which is part of the Veenix A9 BaHo project and is conducted in collaboration with Count & Cooper. A Discrete Event Simulation (DES) model is built in SimPy and structured using a task dependency graph de rived from the project’s original schedule via NetworkX. The model is sampled 10,000 times under baseline conditions using Latin Hypercube Sampling. In scenario discovery, Patient Rule Induction Method (PRIM) is used in combination with a scaling function identifying six high-impact scenarios, which serve both as inputs for robust policy search and as Adaptation Tipping Points (ATP) for the Dynamic Adaptive Policy Pathways (DAPP) schedule. Robust mitigation strategies are derived using a Multi-Objective Evolutionary Algorithm under the Multi-Objective Robust Decision Making framework, with a second PRIM experiment selecting four final robust policies. These policies correspond to at least one of the high-impact scenarios and form the backbone of a conditional DAPP schedule. The DAPP schedule is evaluated against a static baseline using 5,000 DES simulations with identical uncertainty sampling. In 20 comparative runs, it reduced project duration by an average of 67 days and cost by approximately e97.5 million on the entire project schedule. All three robust policies include the measures new design, overtime labour, and electric machinery, suggesting that a focused subset of actions can improve resilience even when the future is highly uncertain. Unlike prior Decision Making under Deep Uncertainty (DMDU) applications, which often focus on long-term or high-level strategic planning, this study embeds adaptive logic within a highly granular, task-level construction schedule based on real project data. This approach raises methodological challenges in how adaptation tipping points are defined, triggered, and monitored within network-based simulation. The findings demonstrate not only the feasibility of combining Exploratory Modelling and Analysis (EMA) and DAPP in operational construction settings but also the need for further research into real-time scenario recognition and policy switching mechanisms under uncertainty.
Master thesis
(2025)
-
P. Pantano, L.A. Tavasszy, N. Pourmohammadzia, Zeinab Raoofi, Vivek Venkatesh Shenoy
The road freight transport market accounts for 40 \% of the carbon dioxide emissions of the transport sector globally. To reduce these emissions, battery electric trucks (BETs) have the greatest potential as they are zero-emission vehicles. However, compared to the private electric vehicle market, this market faces significant implementation barriers, as seen from the low BET sales. This is mainly due to the optimized market and low profit margins limiting freight carriers from investing in BETs. Furthermore, BETs face serious operational challenges due to long charging times and low operational flexibility. The way to charge the BET plays a big role in finding solutions to these challenges. In recent years, new technologies such as Electric Road Systems (ERS) and battery swapping have been developed next to depot charging and on-road charging. This study gains insight into the preferences of different freight carriers for charging alternatives, using a scenario-based multi-criteria decision analysis(MCDA). Four charging alternatives: depot charging, on-road charging, ERS, and battery swapping, are compared from a freight carrier's perspective on ten criteria identified through literature review, expert interviews, and a survey. The criteria are: Investment costs, operational costs, lifetime of the battery, charging time, operational flexibility, payload capacity, emission reduction, pioneering, complexity of implementation, and strategic policy alignment. To compare the charging alternatives, the criteria weights were obtained through the best-worst method and the analytic hierarchy process, and the performance of the alternatives on the criteria was calculated for daily distance use cases. These performances and weights were combined to arrive at a final ranking of alternatives. This was done for different freight carrier groups based on daily distance, sectors, company sizes, and countries of operation. The results show that financial and operational criteria were considered most important by all the segments of freight carriers. Furthermore, depot charging appeared to be the preferred alternative in most cases, and battery swapping scored best for larger daily distances. However, in almost all freight carrier groups, depot charging, ERS, and battery swapping had similar scores. This result advocates for stakeholders to consider investing in the charging alternatives to give the freight carrier the possibility to choose the charging alternative that is best for them. On-road charging had the lowest score for all the freight carrier groups. This result mismatches with the current investments in the charging alternative and showcases the need to reconsider these investments. Due to the number of criteria and the difficulties in obtaining many responses from freight carriers, the criteria performance and weights can be studied in more detail in future research. Also, using better weighing and evaluation methods and improved research on the four alternatives in a similar scenario can improve the quality of the results in future studies. Also, looking at the problem from different perspectives in future studies can provide great insight into which charging alternatives will shape the future of BETs.
...
The road freight transport market accounts for 40 \% of the carbon dioxide emissions of the transport sector globally. To reduce these emissions, battery electric trucks (BETs) have the greatest potential as they are zero-emission vehicles. However, compared to the private electric vehicle market, this market faces significant implementation barriers, as seen from the low BET sales. This is mainly due to the optimized market and low profit margins limiting freight carriers from investing in BETs. Furthermore, BETs face serious operational challenges due to long charging times and low operational flexibility. The way to charge the BET plays a big role in finding solutions to these challenges. In recent years, new technologies such as Electric Road Systems (ERS) and battery swapping have been developed next to depot charging and on-road charging. This study gains insight into the preferences of different freight carriers for charging alternatives, using a scenario-based multi-criteria decision analysis(MCDA). Four charging alternatives: depot charging, on-road charging, ERS, and battery swapping, are compared from a freight carrier's perspective on ten criteria identified through literature review, expert interviews, and a survey. The criteria are: Investment costs, operational costs, lifetime of the battery, charging time, operational flexibility, payload capacity, emission reduction, pioneering, complexity of implementation, and strategic policy alignment. To compare the charging alternatives, the criteria weights were obtained through the best-worst method and the analytic hierarchy process, and the performance of the alternatives on the criteria was calculated for daily distance use cases. These performances and weights were combined to arrive at a final ranking of alternatives. This was done for different freight carrier groups based on daily distance, sectors, company sizes, and countries of operation. The results show that financial and operational criteria were considered most important by all the segments of freight carriers. Furthermore, depot charging appeared to be the preferred alternative in most cases, and battery swapping scored best for larger daily distances. However, in almost all freight carrier groups, depot charging, ERS, and battery swapping had similar scores. This result advocates for stakeholders to consider investing in the charging alternatives to give the freight carrier the possibility to choose the charging alternative that is best for them. On-road charging had the lowest score for all the freight carrier groups. This result mismatches with the current investments in the charging alternative and showcases the need to reconsider these investments. Due to the number of criteria and the difficulties in obtaining many responses from freight carriers, the criteria performance and weights can be studied in more detail in future research. Also, using better weighing and evaluation methods and improved research on the four alternatives in a similar scenario can improve the quality of the results in future studies. Also, looking at the problem from different perspectives in future studies can provide great insight into which charging alternatives will shape the future of BETs.
Implementing hyperconnectivity characteristics in parcel last mile delivery services
Dominant stakeholder perspectives revealed using Q-methodology
Hyperconnectivity (HC) is an emerging concept in logistics that allows for large-scale collaboration of logistics services through shared assets, information exchange, standardised protocols, and flow alignment. A hyperconnected last mile delivery (LMD) system could lead to more optimised routing decisions through processes such as consolidation with fewer vehicle kilometres and more sustainable operations as a result. However, little is known about the combination of connected services that are deemed promising among stakeholders. The Q-methodology was applied to reveal the dominant perspectives among stakeholders on the implementation of HC characteristics in LMD services. Subsequently, the results were fed back to participants to validate whether the analysis was performed accurately. This paper concludes that there is a consensus among stakeholders that the current LMD system is too segmented and that services such as shared parcel lockers and white label concepts could help consolidate delivery operations. Important barriers identified were the fear of losing a competitive market position by sharing information, as well as economic concerns.
...
Hyperconnectivity (HC) is an emerging concept in logistics that allows for large-scale collaboration of logistics services through shared assets, information exchange, standardised protocols, and flow alignment. A hyperconnected last mile delivery (LMD) system could lead to more optimised routing decisions through processes such as consolidation with fewer vehicle kilometres and more sustainable operations as a result. However, little is known about the combination of connected services that are deemed promising among stakeholders. The Q-methodology was applied to reveal the dominant perspectives among stakeholders on the implementation of HC characteristics in LMD services. Subsequently, the results were fed back to participants to validate whether the analysis was performed accurately. This paper concludes that there is a consensus among stakeholders that the current LMD system is too segmented and that services such as shared parcel lockers and white label concepts could help consolidate delivery operations. Important barriers identified were the fear of losing a competitive market position by sharing information, as well as economic concerns.
Optimizing the Copper Recycling Network in Europe under the Critical Raw Materials Act (CRMA)
Assessing the Impact of the CRMA on Copper Supply Chains
The European Union’s (EU’s) Critical Raw Materials Act (CRMA) aims to strengthen the EU’s resource resilience by increasing the autonomy of Critical Raw Material (CRM) supply through EU-based extraction, processing, and recycling, thereby reducing external dependencies and promoting a circular economy. The CRMA mandates, among others, that at least 25% of CRMs come from EU-based recycling. Copper, a key CRM, faces growing demand, and with mining alone, future supply will not fulfill demand. This research analyzed the copper supply chain before and after the CRMA. It was found that recycling is the most promising solution for adherence to the CRMA and a sustainable and resilient future. The study develops a Mixed Integer Linear Programming (MILP) model to optimize the European copper recycling network under the CRMA recycling requirement. The model minimizes total costs while determining the optimal number, locations, and capacities of recycling facilities. The model is tested through a case study of a natural resource company and is usable to similar firms. Results identify four optimal facility locations: Stuttgart, Geithain, Bologna, and Barcelona, which were selected based on, among others, geographic centrality and supply and demand quantities. Sensitivity and scenario analyses reveal the network is vulnerable to facility outages, supply shortages, and significant demand increases. Decentralizing the network by adding a fifth facility improves resilience with limited additional cost.
...
The European Union’s (EU’s) Critical Raw Materials Act (CRMA) aims to strengthen the EU’s resource resilience by increasing the autonomy of Critical Raw Material (CRM) supply through EU-based extraction, processing, and recycling, thereby reducing external dependencies and promoting a circular economy. The CRMA mandates, among others, that at least 25% of CRMs come from EU-based recycling. Copper, a key CRM, faces growing demand, and with mining alone, future supply will not fulfill demand. This research analyzed the copper supply chain before and after the CRMA. It was found that recycling is the most promising solution for adherence to the CRMA and a sustainable and resilient future. The study develops a Mixed Integer Linear Programming (MILP) model to optimize the European copper recycling network under the CRMA recycling requirement. The model minimizes total costs while determining the optimal number, locations, and capacities of recycling facilities. The model is tested through a case study of a natural resource company and is usable to similar firms. Results identify four optimal facility locations: Stuttgart, Geithain, Bologna, and Barcelona, which were selected based on, among others, geographic centrality and supply and demand quantities. Sensitivity and scenario analyses reveal the network is vulnerable to facility outages, supply shortages, and significant demand increases. Decentralizing the network by adding a fifth facility improves resilience with limited additional cost.
This study focuses on optimizing last-mile delivery in e-commerce by balancing cost efficiency and customer preferences, particularly for mixed perishable and non-perishable goods networks. As online grocery shopping grows, ensuring the timely and efficient delivery of perishable products while maintaining quality remains a critical challenge. The model evaluates home delivery, attended pickup points, and lockers, revealing that cost-driven strategies shift deliveries toward self-pickup, with perishable items primarily assigned to attended pickup points due to temperature control. The findings provide insights for improving delivery network design, enhancing service quality, and optimizing the distribution of both perishable and non-perishable products.
...
This study focuses on optimizing last-mile delivery in e-commerce by balancing cost efficiency and customer preferences, particularly for mixed perishable and non-perishable goods networks. As online grocery shopping grows, ensuring the timely and efficient delivery of perishable products while maintaining quality remains a critical challenge. The model evaluates home delivery, attended pickup points, and lockers, revealing that cost-driven strategies shift deliveries toward self-pickup, with perishable items primarily assigned to attended pickup points due to temperature control. The findings provide insights for improving delivery network design, enhancing service quality, and optimizing the distribution of both perishable and non-perishable products.
Decarbonizing Heavy-Duty Vehicles in the Netherlands
A Comparative Analysis of Overhead Catenary and In-road Inductive ERS for Dutch Highways
The Netherlands must decarbonize long-haul freight on some of the busiest highway corridors in Europe while keeping logistics reliable and costs under control. The most promising electric road systems (ERS) options for heavy-duty freight in the Netherlands are the overhead catenary system (OCS) or in-road inductive charging (IRIC). This thesis evaluates which dynamic charging technology is preferred for deployment on Dutch highways when judged through a stakeholder-weighted, multi-criteria lens. Decarbonizing heavy-duty road transport demands infrastructure choices that are technically robust, economically viable, environmentally responsible, and socially/institutionally legitimate. Because these choices are inherently multi-actor, the analysis explicitly embeds stakeholder priorities into the technology comparison, moving beyond purely techno-economic ranking toward a decision support tool that reflects how Dutch actors actually weigh trade-offs.
The study adopts a Multi-Actor Multi-Criteria Analysis (MAMCA). First, a literature-based indicator framework defines a common evaluation space across four categories, technical, economic, environmental, and social/institutional, covering criteria such as energy efficiency, technology readiness, grid and power integration, safety, deployment speed & constructability, CAPEX per kilometer, economic feasibility, environmental and visual impacts, social acceptance, and interoperability. Second, semi-structured interviews and a Best-Worst Method (BWM) elicitation capture how five stakeholder groups, the road authority, regulatory authority, energy providers, ERS technology providers, and logistics operators, assign technology-specific weights to those criteria for both OCS and IRIC. These weights are aggregated by stakeholder group and combined with normalized baseline performance scores from the literature to produce stakeholder-specific totals and an overall ranking.
Across stakeholder groups, OCS leads IRIC by +0.04 (Road authority), +0.14 (Regulatory authority), +0.20 (Energy provider), +0.08 (ERS technology providers), and +0.57 (Logistics operator), for an overall advantage of +0.20. Due to the only slight difference this points to broad convergence rather than a decisive winner. Both technologies appear viable under current assumptions, and small shifts in a few high-impact factors could change local preferences. Diving into more detail, OCS demonstrates stronger performance on the criteria deployment speed & constructability, grid & power integration, technology readiness, and CAPEX per kilometer, while IRIC’s key preferences lie in lower visual intrusion and perceived social acceptance. Environmental impacts are broadly comparable under dynamic charging assumptions, with differences driven more by implementation context and energy mix than by the transfer technology itself. Second, stakeholder prioritization is not uniform. Authorities and regulators systematically elevate interoperability, permitting, and cross-border alignment; energy providers emphasize grid-fit and CAPEX; logistics operators prioritize constructability and operational practicality; and technology providers prefer grid integration for OCS and economic feasibility for IRIC. These prioritization patterns matter because they amplify precisely those criteria where OCS tends to lead in the Dutch motorway context. Third, when weights and scores are combined, OCS emerges with a clear, though not absolute, aggregate advantage. Profiles that heavily privilege visual impact and interoperability can narrow the gap, but they rarely overturn the overall ranking given the concurrently high importance placed on grid integration, deployment speed & constructability, and cost.
The policy and implementation advice is concrete. For near-term national rollout on Dutch trunk roads, OCS aligns better with the priorities of the most directly responsible public actors and the operational needs of energy and logistics stakeholders. Sequencing early corridors where grid connection architecture is straightforward, construction interfaces are mature, and costs are minimized will maximize early certainty and learning benefits. At the same time, the analysis identifies the conditions under which IRIC could become competitive at corridor scale. Credible evidence of faster, less disruptive deployment and accelerated standardization for inter-operator interoperability will shift the preferences more to IRIC. Targeted pilots that directly test these leverage points would be the highest-value investments for maintaining optionality.
The thesis also clarifies risks and limitations. Results are conditional on the indicator set, the literature-derived baseline scores, and the observed stakeholder weights at the time of study. While sensitivity checks show the overall preference for OCS to be robust, strong shifts in CAPEX assumptions, grid reinforcement costs, or permitting regimes could materially change the ranking. In addition, social acceptance remains locally contingent. Visual impact is a downside for OCS in sensitive landscapes, and inclusive design, corridor selection, and mitigation measures will be decisive for legitimacy.
Furthermore, the thesis advances Electric Road System evaluation by turning qualitative stakeholder views into a transparent, quantitative decision frame for the Dutch highway context. The result is a stakeholder legible, evidence anchored ranking that clarifies which criteria drive the overall preference and under what conditions the ordering could change, providing usable decision support for ministries, road authorities, grid operators, technology suppliers, and logistics firms.
In sum, when evaluated through a stakeholder-weighted multi-criteria framework tailored to Dutch highways, OCS currently scores 2.50 versus 2.30 for IRIC at the overall level. This makes OCS the more favorable near-term option for Dutch roads. The margin is not structural. It could narrow if IRIC can prove faster deployment, deliver credible interoperability, and achieve cost certainty in Dutch corridor conditions. Targeted IRIC pilots that specifically test those levers keep strategic optionality alive. By making the weight-score trade-offs explicit and actor-legible, this thesis provides decision support for ministries, road authorities, grid operators, technology suppliers, and logistics firms.
...
The study adopts a Multi-Actor Multi-Criteria Analysis (MAMCA). First, a literature-based indicator framework defines a common evaluation space across four categories, technical, economic, environmental, and social/institutional, covering criteria such as energy efficiency, technology readiness, grid and power integration, safety, deployment speed & constructability, CAPEX per kilometer, economic feasibility, environmental and visual impacts, social acceptance, and interoperability. Second, semi-structured interviews and a Best-Worst Method (BWM) elicitation capture how five stakeholder groups, the road authority, regulatory authority, energy providers, ERS technology providers, and logistics operators, assign technology-specific weights to those criteria for both OCS and IRIC. These weights are aggregated by stakeholder group and combined with normalized baseline performance scores from the literature to produce stakeholder-specific totals and an overall ranking.
Across stakeholder groups, OCS leads IRIC by +0.04 (Road authority), +0.14 (Regulatory authority), +0.20 (Energy provider), +0.08 (ERS technology providers), and +0.57 (Logistics operator), for an overall advantage of +0.20. Due to the only slight difference this points to broad convergence rather than a decisive winner. Both technologies appear viable under current assumptions, and small shifts in a few high-impact factors could change local preferences. Diving into more detail, OCS demonstrates stronger performance on the criteria deployment speed & constructability, grid & power integration, technology readiness, and CAPEX per kilometer, while IRIC’s key preferences lie in lower visual intrusion and perceived social acceptance. Environmental impacts are broadly comparable under dynamic charging assumptions, with differences driven more by implementation context and energy mix than by the transfer technology itself. Second, stakeholder prioritization is not uniform. Authorities and regulators systematically elevate interoperability, permitting, and cross-border alignment; energy providers emphasize grid-fit and CAPEX; logistics operators prioritize constructability and operational practicality; and technology providers prefer grid integration for OCS and economic feasibility for IRIC. These prioritization patterns matter because they amplify precisely those criteria where OCS tends to lead in the Dutch motorway context. Third, when weights and scores are combined, OCS emerges with a clear, though not absolute, aggregate advantage. Profiles that heavily privilege visual impact and interoperability can narrow the gap, but they rarely overturn the overall ranking given the concurrently high importance placed on grid integration, deployment speed & constructability, and cost.
The policy and implementation advice is concrete. For near-term national rollout on Dutch trunk roads, OCS aligns better with the priorities of the most directly responsible public actors and the operational needs of energy and logistics stakeholders. Sequencing early corridors where grid connection architecture is straightforward, construction interfaces are mature, and costs are minimized will maximize early certainty and learning benefits. At the same time, the analysis identifies the conditions under which IRIC could become competitive at corridor scale. Credible evidence of faster, less disruptive deployment and accelerated standardization for inter-operator interoperability will shift the preferences more to IRIC. Targeted pilots that directly test these leverage points would be the highest-value investments for maintaining optionality.
The thesis also clarifies risks and limitations. Results are conditional on the indicator set, the literature-derived baseline scores, and the observed stakeholder weights at the time of study. While sensitivity checks show the overall preference for OCS to be robust, strong shifts in CAPEX assumptions, grid reinforcement costs, or permitting regimes could materially change the ranking. In addition, social acceptance remains locally contingent. Visual impact is a downside for OCS in sensitive landscapes, and inclusive design, corridor selection, and mitigation measures will be decisive for legitimacy.
Furthermore, the thesis advances Electric Road System evaluation by turning qualitative stakeholder views into a transparent, quantitative decision frame for the Dutch highway context. The result is a stakeholder legible, evidence anchored ranking that clarifies which criteria drive the overall preference and under what conditions the ordering could change, providing usable decision support for ministries, road authorities, grid operators, technology suppliers, and logistics firms.
In sum, when evaluated through a stakeholder-weighted multi-criteria framework tailored to Dutch highways, OCS currently scores 2.50 versus 2.30 for IRIC at the overall level. This makes OCS the more favorable near-term option for Dutch roads. The margin is not structural. It could narrow if IRIC can prove faster deployment, deliver credible interoperability, and achieve cost certainty in Dutch corridor conditions. Targeted IRIC pilots that specifically test those levers keep strategic optionality alive. By making the weight-score trade-offs explicit and actor-legible, this thesis provides decision support for ministries, road authorities, grid operators, technology suppliers, and logistics firms.
...
The Netherlands must decarbonize long-haul freight on some of the busiest highway corridors in Europe while keeping logistics reliable and costs under control. The most promising electric road systems (ERS) options for heavy-duty freight in the Netherlands are the overhead catenary system (OCS) or in-road inductive charging (IRIC). This thesis evaluates which dynamic charging technology is preferred for deployment on Dutch highways when judged through a stakeholder-weighted, multi-criteria lens. Decarbonizing heavy-duty road transport demands infrastructure choices that are technically robust, economically viable, environmentally responsible, and socially/institutionally legitimate. Because these choices are inherently multi-actor, the analysis explicitly embeds stakeholder priorities into the technology comparison, moving beyond purely techno-economic ranking toward a decision support tool that reflects how Dutch actors actually weigh trade-offs.
The study adopts a Multi-Actor Multi-Criteria Analysis (MAMCA). First, a literature-based indicator framework defines a common evaluation space across four categories, technical, economic, environmental, and social/institutional, covering criteria such as energy efficiency, technology readiness, grid and power integration, safety, deployment speed & constructability, CAPEX per kilometer, economic feasibility, environmental and visual impacts, social acceptance, and interoperability. Second, semi-structured interviews and a Best-Worst Method (BWM) elicitation capture how five stakeholder groups, the road authority, regulatory authority, energy providers, ERS technology providers, and logistics operators, assign technology-specific weights to those criteria for both OCS and IRIC. These weights are aggregated by stakeholder group and combined with normalized baseline performance scores from the literature to produce stakeholder-specific totals and an overall ranking.
Across stakeholder groups, OCS leads IRIC by +0.04 (Road authority), +0.14 (Regulatory authority), +0.20 (Energy provider), +0.08 (ERS technology providers), and +0.57 (Logistics operator), for an overall advantage of +0.20. Due to the only slight difference this points to broad convergence rather than a decisive winner. Both technologies appear viable under current assumptions, and small shifts in a few high-impact factors could change local preferences. Diving into more detail, OCS demonstrates stronger performance on the criteria deployment speed & constructability, grid & power integration, technology readiness, and CAPEX per kilometer, while IRIC’s key preferences lie in lower visual intrusion and perceived social acceptance. Environmental impacts are broadly comparable under dynamic charging assumptions, with differences driven more by implementation context and energy mix than by the transfer technology itself. Second, stakeholder prioritization is not uniform. Authorities and regulators systematically elevate interoperability, permitting, and cross-border alignment; energy providers emphasize grid-fit and CAPEX; logistics operators prioritize constructability and operational practicality; and technology providers prefer grid integration for OCS and economic feasibility for IRIC. These prioritization patterns matter because they amplify precisely those criteria where OCS tends to lead in the Dutch motorway context. Third, when weights and scores are combined, OCS emerges with a clear, though not absolute, aggregate advantage. Profiles that heavily privilege visual impact and interoperability can narrow the gap, but they rarely overturn the overall ranking given the concurrently high importance placed on grid integration, deployment speed & constructability, and cost.
The policy and implementation advice is concrete. For near-term national rollout on Dutch trunk roads, OCS aligns better with the priorities of the most directly responsible public actors and the operational needs of energy and logistics stakeholders. Sequencing early corridors where grid connection architecture is straightforward, construction interfaces are mature, and costs are minimized will maximize early certainty and learning benefits. At the same time, the analysis identifies the conditions under which IRIC could become competitive at corridor scale. Credible evidence of faster, less disruptive deployment and accelerated standardization for inter-operator interoperability will shift the preferences more to IRIC. Targeted pilots that directly test these leverage points would be the highest-value investments for maintaining optionality.
The thesis also clarifies risks and limitations. Results are conditional on the indicator set, the literature-derived baseline scores, and the observed stakeholder weights at the time of study. While sensitivity checks show the overall preference for OCS to be robust, strong shifts in CAPEX assumptions, grid reinforcement costs, or permitting regimes could materially change the ranking. In addition, social acceptance remains locally contingent. Visual impact is a downside for OCS in sensitive landscapes, and inclusive design, corridor selection, and mitigation measures will be decisive for legitimacy.
Furthermore, the thesis advances Electric Road System evaluation by turning qualitative stakeholder views into a transparent, quantitative decision frame for the Dutch highway context. The result is a stakeholder legible, evidence anchored ranking that clarifies which criteria drive the overall preference and under what conditions the ordering could change, providing usable decision support for ministries, road authorities, grid operators, technology suppliers, and logistics firms.
In sum, when evaluated through a stakeholder-weighted multi-criteria framework tailored to Dutch highways, OCS currently scores 2.50 versus 2.30 for IRIC at the overall level. This makes OCS the more favorable near-term option for Dutch roads. The margin is not structural. It could narrow if IRIC can prove faster deployment, deliver credible interoperability, and achieve cost certainty in Dutch corridor conditions. Targeted IRIC pilots that specifically test those levers keep strategic optionality alive. By making the weight-score trade-offs explicit and actor-legible, this thesis provides decision support for ministries, road authorities, grid operators, technology suppliers, and logistics firms.
The study adopts a Multi-Actor Multi-Criteria Analysis (MAMCA). First, a literature-based indicator framework defines a common evaluation space across four categories, technical, economic, environmental, and social/institutional, covering criteria such as energy efficiency, technology readiness, grid and power integration, safety, deployment speed & constructability, CAPEX per kilometer, economic feasibility, environmental and visual impacts, social acceptance, and interoperability. Second, semi-structured interviews and a Best-Worst Method (BWM) elicitation capture how five stakeholder groups, the road authority, regulatory authority, energy providers, ERS technology providers, and logistics operators, assign technology-specific weights to those criteria for both OCS and IRIC. These weights are aggregated by stakeholder group and combined with normalized baseline performance scores from the literature to produce stakeholder-specific totals and an overall ranking.
Across stakeholder groups, OCS leads IRIC by +0.04 (Road authority), +0.14 (Regulatory authority), +0.20 (Energy provider), +0.08 (ERS technology providers), and +0.57 (Logistics operator), for an overall advantage of +0.20. Due to the only slight difference this points to broad convergence rather than a decisive winner. Both technologies appear viable under current assumptions, and small shifts in a few high-impact factors could change local preferences. Diving into more detail, OCS demonstrates stronger performance on the criteria deployment speed & constructability, grid & power integration, technology readiness, and CAPEX per kilometer, while IRIC’s key preferences lie in lower visual intrusion and perceived social acceptance. Environmental impacts are broadly comparable under dynamic charging assumptions, with differences driven more by implementation context and energy mix than by the transfer technology itself. Second, stakeholder prioritization is not uniform. Authorities and regulators systematically elevate interoperability, permitting, and cross-border alignment; energy providers emphasize grid-fit and CAPEX; logistics operators prioritize constructability and operational practicality; and technology providers prefer grid integration for OCS and economic feasibility for IRIC. These prioritization patterns matter because they amplify precisely those criteria where OCS tends to lead in the Dutch motorway context. Third, when weights and scores are combined, OCS emerges with a clear, though not absolute, aggregate advantage. Profiles that heavily privilege visual impact and interoperability can narrow the gap, but they rarely overturn the overall ranking given the concurrently high importance placed on grid integration, deployment speed & constructability, and cost.
The policy and implementation advice is concrete. For near-term national rollout on Dutch trunk roads, OCS aligns better with the priorities of the most directly responsible public actors and the operational needs of energy and logistics stakeholders. Sequencing early corridors where grid connection architecture is straightforward, construction interfaces are mature, and costs are minimized will maximize early certainty and learning benefits. At the same time, the analysis identifies the conditions under which IRIC could become competitive at corridor scale. Credible evidence of faster, less disruptive deployment and accelerated standardization for inter-operator interoperability will shift the preferences more to IRIC. Targeted pilots that directly test these leverage points would be the highest-value investments for maintaining optionality.
The thesis also clarifies risks and limitations. Results are conditional on the indicator set, the literature-derived baseline scores, and the observed stakeholder weights at the time of study. While sensitivity checks show the overall preference for OCS to be robust, strong shifts in CAPEX assumptions, grid reinforcement costs, or permitting regimes could materially change the ranking. In addition, social acceptance remains locally contingent. Visual impact is a downside for OCS in sensitive landscapes, and inclusive design, corridor selection, and mitigation measures will be decisive for legitimacy.
Furthermore, the thesis advances Electric Road System evaluation by turning qualitative stakeholder views into a transparent, quantitative decision frame for the Dutch highway context. The result is a stakeholder legible, evidence anchored ranking that clarifies which criteria drive the overall preference and under what conditions the ordering could change, providing usable decision support for ministries, road authorities, grid operators, technology suppliers, and logistics firms.
In sum, when evaluated through a stakeholder-weighted multi-criteria framework tailored to Dutch highways, OCS currently scores 2.50 versus 2.30 for IRIC at the overall level. This makes OCS the more favorable near-term option for Dutch roads. The margin is not structural. It could narrow if IRIC can prove faster deployment, deliver credible interoperability, and achieve cost certainty in Dutch corridor conditions. Targeted IRIC pilots that specifically test those levers keep strategic optionality alive. By making the weight-score trade-offs explicit and actor-legible, this thesis provides decision support for ministries, road authorities, grid operators, technology suppliers, and logistics firms.
Governing the Blockchain
Establishing Governance Mechanisms for Long-term Data Sharing Blockchain Consortium in Aviation
The aviation industry is poised for substantial expansion, with forecasts predicting that passenger demand will double by the mid-2030s. This increase in demand presents both opportunities and challenges for various stakeholders within the industry. One sector anticipated to encounter difficulties is Maintenance, Repair, and Overhaul (MRO), particularly regarding data sharing within the supply chain for part tracking. Effective part tracking is essential as it entails crucial data that confirms the 'airworthiness' of parts, demonstrating their safety for operation. Currently, the absence of comprehensive inter-organizational maintenance record software impedes accurate tracking of aircraft parts. This lack leads to increased maintenance and communication costs for all stakeholders involved, as each party must independently verify parts history, often resulting in redundant work and additional pressure on profit margins.
With profit margins already under strain, aviation companies must innovate. One promising solution is blockchain technology, which has the potential to serve as an inter-organizational maintenance record system, facilitating the tracking and tracing of part histories and offering significant cost reductions. However, effective lifecycle tracking of parts requires a collective effort since multiple entities are involved at different stages of the lifecycle, making the formation of a data-sharing consortium necessary. The creation of such a consortium is further incentivized by the implementation of the Corporate Sustainability Reporting Directive (CSRD), which requires companies to disclose all activities related to both downstream and upstream value chains and assess their sustainability impacts. Despite the potential for cost reduction, increased efficiency in inventory management, and legal mandates, companies remain hesitant to join a data-sharing blockchain consortium. Research into similar industry data-sharing consortia indicates that one persistent barrier to success is the design of governance mechanisms within the consortium. Although extensive research on governance mechanisms exists, stakeholder participation in these data-sharing blockchain consortia remains low.
The objective of this research is to develop governance mechanisms that enhance stakeholder participation by taking into account stakeholder values. To achieve this, a value-focused thinking methodology is utilized, ensuring that stakeholder values are integral to the governance design process rather than relying on arbitrary arrangements. In addition to conducting a literature review to discover values, contact was established with the Independent Data Consortium for Aviation (IDCA). IDCA is a global consortium of leading aviation companies at all levels of the industry coming together to develop the foundation for allowing data to be shared in a non-competitive manner. Its objective is to create a more efficient marketplace where both waste and the time required to get to a common solution are minimized. A combination of participatory observations within the part-tracking work group of IDCA and interviews with high-level executives from the aviation industry is conducted to discover stakeholder values. Three contexts, 21 values and 11 sub-values, were identified for joining a data-sharing blockchain consortium. The three contexts are the data that will be shared and received, the stakeholders that will join the consortium, and the blockchain platform that will be used.
Adopting such a broad perspective on values has necessitated the prioritization of these values to create a clear roadmap for the governance design process. This approach ensures that the final governance designs are not only comprehensive but also practical, enabling effective and sustainable blockchain implementation for part tracking in the aviation industry. To obtain this ranking, a survey employing the Bayesian Best-Worst Method (BWM) was used to systematically analyse stakeholder values where 12 aviation stakeholders pertaining to the eight different stakeholder groups encompassing the full life-cycle of a part were received.
Survey takers ranked the data context as the most important, underscoring the value companies place on data as their primary resource, which was followed by stakeholder context. On the other hand, the blockchain platform was ranked the lowest in importance, which was also justified by the credal ranking calculations indicating it is seen merely as a tool for data sharing. Within the data context, the values of integrity, access control, confidentiality, and ownership emerged not only as the highest priorities but also as the most important values overall. This underscores the critical importance stakeholders place on data. These were followed by the values of trust, legitimacy, neutrality, compliance, and benefit equality within the stakeholder context. Completing the top ten, security within the blockchain context was followed by adaptability and tangibility.
Once these stakeholder values are identified, governance designs can be proposed to ensure their fulfilment. A benchmarking study was conducted on existing governance research to understand its definition, scope, and blockchain data-sharing initiatives in other industries. The literature review revealed that no unified definition or established mechanisms for blockchain governance currently exist. Therefore, the researcher established the following definition: "Consortium blockchain governance refers to the process and mechanisms that ensure the direction, control, and coordination of a blockchain platform to which stakeholders jointly contribute."
Given that consortium blockchain governance is a broad term, it is essential to keep its definition straightforward while supplementing it with specific mechanisms. To supplement this definition, a comprehensive table was developed that combines all previously identified mechanisms.Finally, five real-world blockchain consortia were investigated to understand how these mechanisms are designed and implemented in projects that have undergone piloting or advanced further.
The research was finalized by linking the eight most important stakeholders' values to governance mechanisms and, subsequently, governance designs. One example is Executive neutrality, which concerns the impartiality of the entity controlling a platform's direction. Stakeholders also, during interviews, have stated from past experiences that the executive body might not remain unbiased, leading to decisions that favour specific parties. Several governance mechanisms can ensure executive neutrality, including legal compliance, where decisions are based on industry laws and standards. However, due to the underdevelopment of data-sharing policies, industry standards, policies cannot yet serve as reliable benchmarks. Another approach is relying on ethical responsibilities, assuming all participants will adhere to principles of the greater good, though this might be overly optimistic in a profit-driven ecosystem. Since this value primarily revolves around the decisions made by the governing body, decision rights are identified as the most suitable governance mechanism and governance designs can be established.
Based on similar projects like VeChainThor and PharmaLedger, four governance designs were considered: Ecosystem members-led, Service Provider-led, Foundation-led, Independently Governed, and Foundation-led Ecosystem Governed. It was decided, based on the stakeholder value, that the foundation-led ecosystem-governed model was the most suitable, where a non-profit foundation directs the network's operations while being accountable to a board comprising ecosystem stakeholders. This model ensures stakeholder involvement and collective decision-making, maintaining executive neutrality. Finally, it is acknowledged that design inherently involves trade-offs. Therefore, selecting a particular design to address one stakeholder’s value can have ramifications on other values. Because of that, the design decision on other values is investigated. One potential downside is its impact on growth, as involving more stakeholders in decision-making can be challenging and may lead to resistance to adding new entities, potentially hindering growth. This method was employed for the other seven most important values that were identified through the BWM. However, it is important to note that this recommendation is based on the values identified through stakeholder interviews. If stakeholders prefer not to participate actively in the execution of governance duties, then a foundation-led, independently governed model would be more suitable. In this model, an independent non-profit entity would take on the responsibility of directing and managing the network, creating technology roadmaps, and providing necessary services, with limited direct involvement from the stakeholders.
In conclusion, to address the primary research objective of designing governance mechanisms that enhance participation in blockchain-based aviation part-tracking consortia, it can be stated that \textbf{there is no universally optimal governance mechanism design that enhances stakeholder participation; rather, this varies according to the values held by stakeholders within their specific context. As these values change depending on the context, it is recommended that decision-makers begin by investigating stakeholder values.} A value-focused thinking approach constitutes the primary contribution of this research, as it introduces a novel method of blockchain governance that prioritizes stakeholder values. By integrating these values into governance designs, a mutual understanding among consortium members is established, promoting more effective collaboration and decision-making. Furthermore, this research addresses a literature gap within the aviation industry, where blockchain consortiums have not been extensively examined.
For the initial phase of implementation, it is advisable to engage regulators to establish credibility, thereby fostering increased participation. Once a stable level of participation is achieved, the focus can then shift to examining the values of the stakeholders involved. Future research could assess the applicability of identified values and governance mechanisms in contexts beyond the aviation industry. Similar studies across various industries are important to ensure external validity. Additionally, further research could be conducted into how different mechanisms besides the one suggested in this research could fulfil stakeholder values and investigate the interaction among those mechanisms.
...
With profit margins already under strain, aviation companies must innovate. One promising solution is blockchain technology, which has the potential to serve as an inter-organizational maintenance record system, facilitating the tracking and tracing of part histories and offering significant cost reductions. However, effective lifecycle tracking of parts requires a collective effort since multiple entities are involved at different stages of the lifecycle, making the formation of a data-sharing consortium necessary. The creation of such a consortium is further incentivized by the implementation of the Corporate Sustainability Reporting Directive (CSRD), which requires companies to disclose all activities related to both downstream and upstream value chains and assess their sustainability impacts. Despite the potential for cost reduction, increased efficiency in inventory management, and legal mandates, companies remain hesitant to join a data-sharing blockchain consortium. Research into similar industry data-sharing consortia indicates that one persistent barrier to success is the design of governance mechanisms within the consortium. Although extensive research on governance mechanisms exists, stakeholder participation in these data-sharing blockchain consortia remains low.
The objective of this research is to develop governance mechanisms that enhance stakeholder participation by taking into account stakeholder values. To achieve this, a value-focused thinking methodology is utilized, ensuring that stakeholder values are integral to the governance design process rather than relying on arbitrary arrangements. In addition to conducting a literature review to discover values, contact was established with the Independent Data Consortium for Aviation (IDCA). IDCA is a global consortium of leading aviation companies at all levels of the industry coming together to develop the foundation for allowing data to be shared in a non-competitive manner. Its objective is to create a more efficient marketplace where both waste and the time required to get to a common solution are minimized. A combination of participatory observations within the part-tracking work group of IDCA and interviews with high-level executives from the aviation industry is conducted to discover stakeholder values. Three contexts, 21 values and 11 sub-values, were identified for joining a data-sharing blockchain consortium. The three contexts are the data that will be shared and received, the stakeholders that will join the consortium, and the blockchain platform that will be used.
Adopting such a broad perspective on values has necessitated the prioritization of these values to create a clear roadmap for the governance design process. This approach ensures that the final governance designs are not only comprehensive but also practical, enabling effective and sustainable blockchain implementation for part tracking in the aviation industry. To obtain this ranking, a survey employing the Bayesian Best-Worst Method (BWM) was used to systematically analyse stakeholder values where 12 aviation stakeholders pertaining to the eight different stakeholder groups encompassing the full life-cycle of a part were received.
Survey takers ranked the data context as the most important, underscoring the value companies place on data as their primary resource, which was followed by stakeholder context. On the other hand, the blockchain platform was ranked the lowest in importance, which was also justified by the credal ranking calculations indicating it is seen merely as a tool for data sharing. Within the data context, the values of integrity, access control, confidentiality, and ownership emerged not only as the highest priorities but also as the most important values overall. This underscores the critical importance stakeholders place on data. These were followed by the values of trust, legitimacy, neutrality, compliance, and benefit equality within the stakeholder context. Completing the top ten, security within the blockchain context was followed by adaptability and tangibility.
Once these stakeholder values are identified, governance designs can be proposed to ensure their fulfilment. A benchmarking study was conducted on existing governance research to understand its definition, scope, and blockchain data-sharing initiatives in other industries. The literature review revealed that no unified definition or established mechanisms for blockchain governance currently exist. Therefore, the researcher established the following definition: "Consortium blockchain governance refers to the process and mechanisms that ensure the direction, control, and coordination of a blockchain platform to which stakeholders jointly contribute."
Given that consortium blockchain governance is a broad term, it is essential to keep its definition straightforward while supplementing it with specific mechanisms. To supplement this definition, a comprehensive table was developed that combines all previously identified mechanisms.Finally, five real-world blockchain consortia were investigated to understand how these mechanisms are designed and implemented in projects that have undergone piloting or advanced further.
The research was finalized by linking the eight most important stakeholders' values to governance mechanisms and, subsequently, governance designs. One example is Executive neutrality, which concerns the impartiality of the entity controlling a platform's direction. Stakeholders also, during interviews, have stated from past experiences that the executive body might not remain unbiased, leading to decisions that favour specific parties. Several governance mechanisms can ensure executive neutrality, including legal compliance, where decisions are based on industry laws and standards. However, due to the underdevelopment of data-sharing policies, industry standards, policies cannot yet serve as reliable benchmarks. Another approach is relying on ethical responsibilities, assuming all participants will adhere to principles of the greater good, though this might be overly optimistic in a profit-driven ecosystem. Since this value primarily revolves around the decisions made by the governing body, decision rights are identified as the most suitable governance mechanism and governance designs can be established.
Based on similar projects like VeChainThor and PharmaLedger, four governance designs were considered: Ecosystem members-led, Service Provider-led, Foundation-led, Independently Governed, and Foundation-led Ecosystem Governed. It was decided, based on the stakeholder value, that the foundation-led ecosystem-governed model was the most suitable, where a non-profit foundation directs the network's operations while being accountable to a board comprising ecosystem stakeholders. This model ensures stakeholder involvement and collective decision-making, maintaining executive neutrality. Finally, it is acknowledged that design inherently involves trade-offs. Therefore, selecting a particular design to address one stakeholder’s value can have ramifications on other values. Because of that, the design decision on other values is investigated. One potential downside is its impact on growth, as involving more stakeholders in decision-making can be challenging and may lead to resistance to adding new entities, potentially hindering growth. This method was employed for the other seven most important values that were identified through the BWM. However, it is important to note that this recommendation is based on the values identified through stakeholder interviews. If stakeholders prefer not to participate actively in the execution of governance duties, then a foundation-led, independently governed model would be more suitable. In this model, an independent non-profit entity would take on the responsibility of directing and managing the network, creating technology roadmaps, and providing necessary services, with limited direct involvement from the stakeholders.
In conclusion, to address the primary research objective of designing governance mechanisms that enhance participation in blockchain-based aviation part-tracking consortia, it can be stated that \textbf{there is no universally optimal governance mechanism design that enhances stakeholder participation; rather, this varies according to the values held by stakeholders within their specific context. As these values change depending on the context, it is recommended that decision-makers begin by investigating stakeholder values.} A value-focused thinking approach constitutes the primary contribution of this research, as it introduces a novel method of blockchain governance that prioritizes stakeholder values. By integrating these values into governance designs, a mutual understanding among consortium members is established, promoting more effective collaboration and decision-making. Furthermore, this research addresses a literature gap within the aviation industry, where blockchain consortiums have not been extensively examined.
For the initial phase of implementation, it is advisable to engage regulators to establish credibility, thereby fostering increased participation. Once a stable level of participation is achieved, the focus can then shift to examining the values of the stakeholders involved. Future research could assess the applicability of identified values and governance mechanisms in contexts beyond the aviation industry. Similar studies across various industries are important to ensure external validity. Additionally, further research could be conducted into how different mechanisms besides the one suggested in this research could fulfil stakeholder values and investigate the interaction among those mechanisms.
...
The aviation industry is poised for substantial expansion, with forecasts predicting that passenger demand will double by the mid-2030s. This increase in demand presents both opportunities and challenges for various stakeholders within the industry. One sector anticipated to encounter difficulties is Maintenance, Repair, and Overhaul (MRO), particularly regarding data sharing within the supply chain for part tracking. Effective part tracking is essential as it entails crucial data that confirms the 'airworthiness' of parts, demonstrating their safety for operation. Currently, the absence of comprehensive inter-organizational maintenance record software impedes accurate tracking of aircraft parts. This lack leads to increased maintenance and communication costs for all stakeholders involved, as each party must independently verify parts history, often resulting in redundant work and additional pressure on profit margins.
With profit margins already under strain, aviation companies must innovate. One promising solution is blockchain technology, which has the potential to serve as an inter-organizational maintenance record system, facilitating the tracking and tracing of part histories and offering significant cost reductions. However, effective lifecycle tracking of parts requires a collective effort since multiple entities are involved at different stages of the lifecycle, making the formation of a data-sharing consortium necessary. The creation of such a consortium is further incentivized by the implementation of the Corporate Sustainability Reporting Directive (CSRD), which requires companies to disclose all activities related to both downstream and upstream value chains and assess their sustainability impacts. Despite the potential for cost reduction, increased efficiency in inventory management, and legal mandates, companies remain hesitant to join a data-sharing blockchain consortium. Research into similar industry data-sharing consortia indicates that one persistent barrier to success is the design of governance mechanisms within the consortium. Although extensive research on governance mechanisms exists, stakeholder participation in these data-sharing blockchain consortia remains low.
The objective of this research is to develop governance mechanisms that enhance stakeholder participation by taking into account stakeholder values. To achieve this, a value-focused thinking methodology is utilized, ensuring that stakeholder values are integral to the governance design process rather than relying on arbitrary arrangements. In addition to conducting a literature review to discover values, contact was established with the Independent Data Consortium for Aviation (IDCA). IDCA is a global consortium of leading aviation companies at all levels of the industry coming together to develop the foundation for allowing data to be shared in a non-competitive manner. Its objective is to create a more efficient marketplace where both waste and the time required to get to a common solution are minimized. A combination of participatory observations within the part-tracking work group of IDCA and interviews with high-level executives from the aviation industry is conducted to discover stakeholder values. Three contexts, 21 values and 11 sub-values, were identified for joining a data-sharing blockchain consortium. The three contexts are the data that will be shared and received, the stakeholders that will join the consortium, and the blockchain platform that will be used.
Adopting such a broad perspective on values has necessitated the prioritization of these values to create a clear roadmap for the governance design process. This approach ensures that the final governance designs are not only comprehensive but also practical, enabling effective and sustainable blockchain implementation for part tracking in the aviation industry. To obtain this ranking, a survey employing the Bayesian Best-Worst Method (BWM) was used to systematically analyse stakeholder values where 12 aviation stakeholders pertaining to the eight different stakeholder groups encompassing the full life-cycle of a part were received.
Survey takers ranked the data context as the most important, underscoring the value companies place on data as their primary resource, which was followed by stakeholder context. On the other hand, the blockchain platform was ranked the lowest in importance, which was also justified by the credal ranking calculations indicating it is seen merely as a tool for data sharing. Within the data context, the values of integrity, access control, confidentiality, and ownership emerged not only as the highest priorities but also as the most important values overall. This underscores the critical importance stakeholders place on data. These were followed by the values of trust, legitimacy, neutrality, compliance, and benefit equality within the stakeholder context. Completing the top ten, security within the blockchain context was followed by adaptability and tangibility.
Once these stakeholder values are identified, governance designs can be proposed to ensure their fulfilment. A benchmarking study was conducted on existing governance research to understand its definition, scope, and blockchain data-sharing initiatives in other industries. The literature review revealed that no unified definition or established mechanisms for blockchain governance currently exist. Therefore, the researcher established the following definition: "Consortium blockchain governance refers to the process and mechanisms that ensure the direction, control, and coordination of a blockchain platform to which stakeholders jointly contribute."
Given that consortium blockchain governance is a broad term, it is essential to keep its definition straightforward while supplementing it with specific mechanisms. To supplement this definition, a comprehensive table was developed that combines all previously identified mechanisms.Finally, five real-world blockchain consortia were investigated to understand how these mechanisms are designed and implemented in projects that have undergone piloting or advanced further.
The research was finalized by linking the eight most important stakeholders' values to governance mechanisms and, subsequently, governance designs. One example is Executive neutrality, which concerns the impartiality of the entity controlling a platform's direction. Stakeholders also, during interviews, have stated from past experiences that the executive body might not remain unbiased, leading to decisions that favour specific parties. Several governance mechanisms can ensure executive neutrality, including legal compliance, where decisions are based on industry laws and standards. However, due to the underdevelopment of data-sharing policies, industry standards, policies cannot yet serve as reliable benchmarks. Another approach is relying on ethical responsibilities, assuming all participants will adhere to principles of the greater good, though this might be overly optimistic in a profit-driven ecosystem. Since this value primarily revolves around the decisions made by the governing body, decision rights are identified as the most suitable governance mechanism and governance designs can be established.
Based on similar projects like VeChainThor and PharmaLedger, four governance designs were considered: Ecosystem members-led, Service Provider-led, Foundation-led, Independently Governed, and Foundation-led Ecosystem Governed. It was decided, based on the stakeholder value, that the foundation-led ecosystem-governed model was the most suitable, where a non-profit foundation directs the network's operations while being accountable to a board comprising ecosystem stakeholders. This model ensures stakeholder involvement and collective decision-making, maintaining executive neutrality. Finally, it is acknowledged that design inherently involves trade-offs. Therefore, selecting a particular design to address one stakeholder’s value can have ramifications on other values. Because of that, the design decision on other values is investigated. One potential downside is its impact on growth, as involving more stakeholders in decision-making can be challenging and may lead to resistance to adding new entities, potentially hindering growth. This method was employed for the other seven most important values that were identified through the BWM. However, it is important to note that this recommendation is based on the values identified through stakeholder interviews. If stakeholders prefer not to participate actively in the execution of governance duties, then a foundation-led, independently governed model would be more suitable. In this model, an independent non-profit entity would take on the responsibility of directing and managing the network, creating technology roadmaps, and providing necessary services, with limited direct involvement from the stakeholders.
In conclusion, to address the primary research objective of designing governance mechanisms that enhance participation in blockchain-based aviation part-tracking consortia, it can be stated that \textbf{there is no universally optimal governance mechanism design that enhances stakeholder participation; rather, this varies according to the values held by stakeholders within their specific context. As these values change depending on the context, it is recommended that decision-makers begin by investigating stakeholder values.} A value-focused thinking approach constitutes the primary contribution of this research, as it introduces a novel method of blockchain governance that prioritizes stakeholder values. By integrating these values into governance designs, a mutual understanding among consortium members is established, promoting more effective collaboration and decision-making. Furthermore, this research addresses a literature gap within the aviation industry, where blockchain consortiums have not been extensively examined.
For the initial phase of implementation, it is advisable to engage regulators to establish credibility, thereby fostering increased participation. Once a stable level of participation is achieved, the focus can then shift to examining the values of the stakeholders involved. Future research could assess the applicability of identified values and governance mechanisms in contexts beyond the aviation industry. Similar studies across various industries are important to ensure external validity. Additionally, further research could be conducted into how different mechanisms besides the one suggested in this research could fulfil stakeholder values and investigate the interaction among those mechanisms.
With profit margins already under strain, aviation companies must innovate. One promising solution is blockchain technology, which has the potential to serve as an inter-organizational maintenance record system, facilitating the tracking and tracing of part histories and offering significant cost reductions. However, effective lifecycle tracking of parts requires a collective effort since multiple entities are involved at different stages of the lifecycle, making the formation of a data-sharing consortium necessary. The creation of such a consortium is further incentivized by the implementation of the Corporate Sustainability Reporting Directive (CSRD), which requires companies to disclose all activities related to both downstream and upstream value chains and assess their sustainability impacts. Despite the potential for cost reduction, increased efficiency in inventory management, and legal mandates, companies remain hesitant to join a data-sharing blockchain consortium. Research into similar industry data-sharing consortia indicates that one persistent barrier to success is the design of governance mechanisms within the consortium. Although extensive research on governance mechanisms exists, stakeholder participation in these data-sharing blockchain consortia remains low.
The objective of this research is to develop governance mechanisms that enhance stakeholder participation by taking into account stakeholder values. To achieve this, a value-focused thinking methodology is utilized, ensuring that stakeholder values are integral to the governance design process rather than relying on arbitrary arrangements. In addition to conducting a literature review to discover values, contact was established with the Independent Data Consortium for Aviation (IDCA). IDCA is a global consortium of leading aviation companies at all levels of the industry coming together to develop the foundation for allowing data to be shared in a non-competitive manner. Its objective is to create a more efficient marketplace where both waste and the time required to get to a common solution are minimized. A combination of participatory observations within the part-tracking work group of IDCA and interviews with high-level executives from the aviation industry is conducted to discover stakeholder values. Three contexts, 21 values and 11 sub-values, were identified for joining a data-sharing blockchain consortium. The three contexts are the data that will be shared and received, the stakeholders that will join the consortium, and the blockchain platform that will be used.
Adopting such a broad perspective on values has necessitated the prioritization of these values to create a clear roadmap for the governance design process. This approach ensures that the final governance designs are not only comprehensive but also practical, enabling effective and sustainable blockchain implementation for part tracking in the aviation industry. To obtain this ranking, a survey employing the Bayesian Best-Worst Method (BWM) was used to systematically analyse stakeholder values where 12 aviation stakeholders pertaining to the eight different stakeholder groups encompassing the full life-cycle of a part were received.
Survey takers ranked the data context as the most important, underscoring the value companies place on data as their primary resource, which was followed by stakeholder context. On the other hand, the blockchain platform was ranked the lowest in importance, which was also justified by the credal ranking calculations indicating it is seen merely as a tool for data sharing. Within the data context, the values of integrity, access control, confidentiality, and ownership emerged not only as the highest priorities but also as the most important values overall. This underscores the critical importance stakeholders place on data. These were followed by the values of trust, legitimacy, neutrality, compliance, and benefit equality within the stakeholder context. Completing the top ten, security within the blockchain context was followed by adaptability and tangibility.
Once these stakeholder values are identified, governance designs can be proposed to ensure their fulfilment. A benchmarking study was conducted on existing governance research to understand its definition, scope, and blockchain data-sharing initiatives in other industries. The literature review revealed that no unified definition or established mechanisms for blockchain governance currently exist. Therefore, the researcher established the following definition: "Consortium blockchain governance refers to the process and mechanisms that ensure the direction, control, and coordination of a blockchain platform to which stakeholders jointly contribute."
Given that consortium blockchain governance is a broad term, it is essential to keep its definition straightforward while supplementing it with specific mechanisms. To supplement this definition, a comprehensive table was developed that combines all previously identified mechanisms.Finally, five real-world blockchain consortia were investigated to understand how these mechanisms are designed and implemented in projects that have undergone piloting or advanced further.
The research was finalized by linking the eight most important stakeholders' values to governance mechanisms and, subsequently, governance designs. One example is Executive neutrality, which concerns the impartiality of the entity controlling a platform's direction. Stakeholders also, during interviews, have stated from past experiences that the executive body might not remain unbiased, leading to decisions that favour specific parties. Several governance mechanisms can ensure executive neutrality, including legal compliance, where decisions are based on industry laws and standards. However, due to the underdevelopment of data-sharing policies, industry standards, policies cannot yet serve as reliable benchmarks. Another approach is relying on ethical responsibilities, assuming all participants will adhere to principles of the greater good, though this might be overly optimistic in a profit-driven ecosystem. Since this value primarily revolves around the decisions made by the governing body, decision rights are identified as the most suitable governance mechanism and governance designs can be established.
Based on similar projects like VeChainThor and PharmaLedger, four governance designs were considered: Ecosystem members-led, Service Provider-led, Foundation-led, Independently Governed, and Foundation-led Ecosystem Governed. It was decided, based on the stakeholder value, that the foundation-led ecosystem-governed model was the most suitable, where a non-profit foundation directs the network's operations while being accountable to a board comprising ecosystem stakeholders. This model ensures stakeholder involvement and collective decision-making, maintaining executive neutrality. Finally, it is acknowledged that design inherently involves trade-offs. Therefore, selecting a particular design to address one stakeholder’s value can have ramifications on other values. Because of that, the design decision on other values is investigated. One potential downside is its impact on growth, as involving more stakeholders in decision-making can be challenging and may lead to resistance to adding new entities, potentially hindering growth. This method was employed for the other seven most important values that were identified through the BWM. However, it is important to note that this recommendation is based on the values identified through stakeholder interviews. If stakeholders prefer not to participate actively in the execution of governance duties, then a foundation-led, independently governed model would be more suitable. In this model, an independent non-profit entity would take on the responsibility of directing and managing the network, creating technology roadmaps, and providing necessary services, with limited direct involvement from the stakeholders.
In conclusion, to address the primary research objective of designing governance mechanisms that enhance participation in blockchain-based aviation part-tracking consortia, it can be stated that \textbf{there is no universally optimal governance mechanism design that enhances stakeholder participation; rather, this varies according to the values held by stakeholders within their specific context. As these values change depending on the context, it is recommended that decision-makers begin by investigating stakeholder values.} A value-focused thinking approach constitutes the primary contribution of this research, as it introduces a novel method of blockchain governance that prioritizes stakeholder values. By integrating these values into governance designs, a mutual understanding among consortium members is established, promoting more effective collaboration and decision-making. Furthermore, this research addresses a literature gap within the aviation industry, where blockchain consortiums have not been extensively examined.
For the initial phase of implementation, it is advisable to engage regulators to establish credibility, thereby fostering increased participation. Once a stable level of participation is achieved, the focus can then shift to examining the values of the stakeholders involved. Future research could assess the applicability of identified values and governance mechanisms in contexts beyond the aviation industry. Similar studies across various industries are important to ensure external validity. Additionally, further research could be conducted into how different mechanisms besides the one suggested in this research could fulfil stakeholder values and investigate the interaction among those mechanisms.
The increasing volume of global freight trade, coupled with economic growth, necessitates ongoing innovation in optimizing freight operations. Over the past decade, the concept of synchromodality has been explored to encourage a modal shift from unimodal to multimodal transport. Synchromodality, with its flexibility feature, can create more resilient freight transport systems. Various models employing different techniques have been proposed to establish a resilient synchromodal framework capable of reacting to disruptions. However, there are only few studies addressing the unknown duration of disruptions. This research proposes a learning-based modular framework comprising to capture the dynamics of disruptions in multimodal transport and learn to make more effective decisions, thus addressing the challenge of limited prior knowledge about disruptions and enabling fast responses to disruptions.
...
The increasing volume of global freight trade, coupled with economic growth, necessitates ongoing innovation in optimizing freight operations. Over the past decade, the concept of synchromodality has been explored to encourage a modal shift from unimodal to multimodal transport. Synchromodality, with its flexibility feature, can create more resilient freight transport systems. Various models employing different techniques have been proposed to establish a resilient synchromodal framework capable of reacting to disruptions. However, there are only few studies addressing the unknown duration of disruptions. This research proposes a learning-based modular framework comprising to capture the dynamics of disruptions in multimodal transport and learn to make more effective decisions, thus addressing the challenge of limited prior knowledge about disruptions and enabling fast responses to disruptions.
Master thesis
(2024)
-
M.R. Ziarieputra, L.A. Tavasszy, A.J. van Binsbergen, J.H.R. van Duin, Erik van Zanten
Dry ports have emerged as a promising solution to hinterland transport challenges. Existing literature implies an area of study on the topic of dry port that considers dry port stakeholders’ perspectives to construct a maturity model that could help dry port develop. This study has tried to contribute to this subject, starting with considering arguably two of the most relevant dry port stakeholders: the customer and the dry port operator. A series of performance logistic attributes has been identified to represent dry port customers’ perspectives, while a series of innovation factors is used to represent the dry port operator’s perspective. Utilizing the creative approach of MAMCA-Swing to analyze the services offered by a dry port using each of the stakeholders’ perspectives as criteria, the study has established a link between this analysis result and the creation of a dry port maturity model. A case study based on Indonesian dry ports has also been conducted to illustrate the use of such a framework, resulting in a dry port maturity model for Indonesia that is arguably relevant and useful in helping Indonesian dry ports develop.
...
Dry ports have emerged as a promising solution to hinterland transport challenges. Existing literature implies an area of study on the topic of dry port that considers dry port stakeholders’ perspectives to construct a maturity model that could help dry port develop. This study has tried to contribute to this subject, starting with considering arguably two of the most relevant dry port stakeholders: the customer and the dry port operator. A series of performance logistic attributes has been identified to represent dry port customers’ perspectives, while a series of innovation factors is used to represent the dry port operator’s perspective. Utilizing the creative approach of MAMCA-Swing to analyze the services offered by a dry port using each of the stakeholders’ perspectives as criteria, the study has established a link between this analysis result and the creation of a dry port maturity model. A case study based on Indonesian dry ports has also been conducted to illustrate the use of such a framework, resulting in a dry port maturity model for Indonesia that is arguably relevant and useful in helping Indonesian dry ports develop.
Truck Routing for Parcel Delivery
Solving a Multi-depot Pickup and Delivery Problem with Occasional Drivers using ALNS
This research presents a mathematical model for routing that incorporates multiple depots, occasional drivers, and multiple depot visits, a problem faced by many companies in reality. An Adaptive Large Neighborhood Search (ALNS) algorithm was employed, using Random and Worst removal operators, Basic Greedy and Regret-2 insertion strategies, a roulette wheel for operator selection, and simulated annealing for acceptance criteria. Computational experiments validated the effectiveness of the ALNS algorithm and model.Sensitivity analysis revealed that adding depots (ODs) can reduce routing costs by up to 15.21%, with various OD capacities offering additional savings (7.86% for 60% capacity and 9.97% for 70% capacity). A case study with the Dutch e-commerce company Ochama, scaled to 150 requests, confirmed practical applicabil- ity, achieving cost reductions of 11.37% for small vehicles and 6.85% for medium-sized vehicles. The results highlight that integrating ODs into routing strategies can significantly lower costs, with optimal outcomes dependent on market research to balance savings, service quality, and OD capacity.
...
This research presents a mathematical model for routing that incorporates multiple depots, occasional drivers, and multiple depot visits, a problem faced by many companies in reality. An Adaptive Large Neighborhood Search (ALNS) algorithm was employed, using Random and Worst removal operators, Basic Greedy and Regret-2 insertion strategies, a roulette wheel for operator selection, and simulated annealing for acceptance criteria. Computational experiments validated the effectiveness of the ALNS algorithm and model.Sensitivity analysis revealed that adding depots (ODs) can reduce routing costs by up to 15.21%, with various OD capacities offering additional savings (7.86% for 60% capacity and 9.97% for 70% capacity). A case study with the Dutch e-commerce company Ochama, scaled to 150 requests, confirmed practical applicabil- ity, achieving cost reductions of 11.37% for small vehicles and 6.85% for medium-sized vehicles. The results highlight that integrating ODs into routing strategies can significantly lower costs, with optimal outcomes dependent on market research to balance savings, service quality, and OD capacity.