The research investigates the application of autonomous inspection technologies within the oilseed industry—a sector characterized by the extraction of oil from plant seeds like sunflower and rapeseed. The oilseed industry, with its complex production operations, has historically relied on labor-intensive and error-prone inspection methods that lead to significant financial losses and compromised product quality. The thrust of this research is to develop a systematic approach to assist industry leaders in selecting optimal autonomous inspection technologies for oilseed processing, improving efficiency and reducing human error. Employing an exploratory research approach, this thesis utilizes qualitative methodologies, including case studies and interviews, particularly effective in less researched fields. The research is structured around the double diamond model of design thinking, encompassing four stages: Discover, Define, Develop, and Deliver. First phase in Discover and Define includes a detailed examination of current processes and technologies, followed by the identification and definition of key operational problems. The final phases include developing an approach and validating it with a case study.

A significant portion of the thesis is dedicated to Multi-Criteria Decision Analysis (MCDA), using the Analytic Hierarchy Process (AHP) to evaluate various autonomous inspection technologies. This process systematically ranks technologies based on criteria such as usability, financial viability, and safety standards. The research culminates in a practical validation through a comprehensive case study conducted at Cargill. The case study not only tests the proposed systematic approach but also highlights its effectiveness in identifying optimal technologies. The findings confirm the viability of the proposed selection framework, emphasizing its potential to revolutionize inspection processes in the oilseed industry by integrating autonomous technologies. This thesis contributes to the strategic decision-making process in technological adoption, ensuring that selected technologies align well with industry needs and operational goals.

A design study was performed that investigated the feasibility of a business concept combining a unified supply chain with automated vending points in the floriculture sector. In such a business, a direct link between production (growers of flowers) and customers exists. The added value along the chain can then remain with the growers. This could provide a method for the sector to meet challenges facing them.
This study targeted the development of both a design for the physical operations in the supply chain as well as the digital system providing the coordination required for the operations in the unified chain. A systematic approach was followed to arrive at multiple design alternatives.
The physical designs were created by converting a functional design into design options on a morphological chart. The morphological chart was reviewed using SCOR performance score cards, and design alternatives were drafted from the remaining well-scoring options on the morphological chart. They were converted into a level 2 SCOR mapping. Based on the physical designs, digital designs were created using enterprise architecture modelling in Archi.
The resulting design alternatives were rated using a multiple-criteria decision analysis, by comparing them to a list of requirements and constraints, and with SWOT analyses. Based on this, a best alternative was concluded to be feasible to implement. The design alternatives were demonstrated in capability by simulating the flower journey and they were evaluated on feasibility in a workshop with clients.
The conclusion that a business concept with a unified supply chain and automated vending points could be viable to implement in the floriculture sector means that further development of the designs into practical realisation is possible for actors in the sector. Comparable industries can also take the study as an indication of possibilities in their sector when combining a data-driven approach with centralized supply chain coordination.

This thesis goes into the challenging process of selecting Enterprise Resource Planning (ERP) strategies, highlighting the complexities involved in deciding between different approaches. The study uses a qualitative research methodology, combining literature and interviews, to gain a better understanding of ERP strategy selection. The study sheds light on the intricate dynamics of several ERP strategies, such as the Two-Tier strategy and Best of Breed solutions, and provides insights into their benefits, downsides, and implementation implications.

The study creates a decision tool using an iterative approach driven by the double diamond technique with the goal of offering a systematic framework for selecting ERP strategies. This tool incorporates essential criteria determined through a literature research and interviews, including functionality, organisational complexity, IT expertise, and business alignment. The decision tool is intended to help organisations navigate the intricacies of ERP strategy selection, allowing them to make educated decisions that are aligned with their strategic goals and operational requirements.

The study's theoretical implications add to the existing body of knowledge by clarifying the nuances of the Two-Tier ERP strategy, highlighting the complexities of ERP strategy selection, identifying key criteria and constraints, and emphasising the importance of IT-business alignment in decision-making.

Heavy traffic in the city of Amsterdam has damaged the 17th-century bridges and quays over the past years. To prevent further damage and expand the lifespan of both existing and renovated structures, a maximum axle load of 7,5 tonnes is mandated in the city centre. Currently, the municipal waste collection department has a permanent exemption from this regulation due to the absence of an alternative method to collect the city's waste.

One promising solution involves re-utilising the city's waterways and employing vessels to transport waste out of the city. Two pilots involving water-based waste transport have been conducted in the city and were found to be a working proof of concept. It is, however, not known what a water-based collection system for the whole centre should look like to service the city and preserve the quays and bridges. This thesis aims to assess the trade-offs between three conceptual water-based waste collection systems (WCSs) to guide the direction for designing a suitable WCS for the city.

The three concepts examined concepts differ in the scale of the transshipment locations (the point where waste is transferred from land to water), categorised as WCSs with small- medium- and large-scale transshipment locations. The study focuses on the trade-offs between WCSs within and between the domains of social acceptance and technical feasibility.

This thesis consists of two main parts, in the first part the three water-based conceptual WCSs were defined using a design workshop. During the workshop, six employees of the municipality used different exercises to generate ideas on how waste could be collected using the waterways and to turn these ideas into conceptual designs.

In the second part of this thesis, these three conceptual WCSs were studied using a case study. The units of analysis in each of the WCSs were the social acceptance and the technical feasibility.

To evaluate the technical feasibility of each of the WCSs, expert interviews with specialists in vessels, waterways, quay walls and assets were conducted. The social acceptance of the three WCSs was studied using a survey administered to potential users of these systems. They were asked to choose between various WCSs based on walking distance, their general preferences, their preferences in specific situations and their concerns regarding these systems. Parallel to the survey, potential user interviews were conducted to gain deeper insights into respondents' reasons for preferences or aversions to specific WCSs.

The results from the expert interviews were summarised and presented in a table to provide an overview of the feasibility of the three WCSs. Survey results were depicted through graphs illustrating respondents' choices, while potential user interviews were analysed thematically, supported by quotes from the interviews.

WCS with large- and medium-scale transshipment locations were both found to be potentially feasible from a technical perspective, whereas the small-scale option was deemed unlikely to be feasible. The survey indicated that the majority of the respondents had a preference for self-disposal in containers close to their homes as opposed to having their waste collected at a self-scheduled time, requiring them to be present at home to hand over the waste to the pickup service. Additionally, respondents preferred disposal facilities not too close to their homes or within their direct line of sight.
Insights from potential user interviews revealed that participants favouring self-disposal valued flexibility, while on the other hand, those preferring self-scheduled pick-up appointments believed this WCS would address the litter issue in the city.

In conclusion, a key trade-off identified was between providing residents with their most preferred waste disposal method through numerous disposal locations versus the technical challenges, if not impossibility, of realizing such a large number of locations.

Based on this, the municipality was recommended to conduct further research on WCSs with large- and medium-scale transshipment locations, alongside implementing pilot projects to test these systems in a real-world setting.

This thesis investigates strategies to enhance lead time performance in the order-to-delivery process of a specialized product in the paint and coatings industry, serving a specific regional market. The study applies Lean Six Sigma’s DMAIC framework to analyze the current state, identify challenges, and develop actionable solutions to achieve operational excellence and meet customer expectations. The research combines qualitative and quantitative methods, including process mapping, stakeholder interviews, and data analysis. This study identifies the primary issue of extended lead times exceeding service levels, resulting in delays, customer dissatisfaction, and diminished responsiveness.

Key findings reveal that a small percentage of products account for a significant portion of lead time challenges, underscoring targeted opportunities for improvement. Proposed solutions include creating an integrated supply chain grand design, mapping end-to-end processes, standardizing documentation and communication, fostering a culture of continuous improvement, and implementing regular evaluations of tools and methods. Feasibility assessments using SWOT and cost-benefit analyses prioritize immediate standardization and phased implementation of more complex strategies. Validation through stakeholder feedback and triangulated data analysis supports the practicality and potential impact of the recommendations.

This study contributes actionable recommendations for streamlining the order-to-delivery process. These include establishing a clear process blueprint with defined roles and responsibilities, leveraging data-driven decision-making, enhancing process standardization, cultivating a customer-centric mindset, and proactively monitoring tools and processes for continuous improvement. The findings provide a robust framework for addressing lead time challenges and driving sustainable operational improvements.

The logistics industry is undergoing a significant transformation with the integration of Internet of Things (IoT) technologies. The goal is to achieve smarter, more efficient operations, such as autonomous asset tracking, workflow optimization, and predictive maintenance in real-time. These advancements promise streamlined supply chains, reduced downtime, and improved customer satisfaction by enabling faster and more accurate deliveries. IoT tools, including GPS tracking, RFID tags, and predictive maintenance systems, enhance fleet monitoring, inventory management, and equipment repairs, leading to greater operational efficiency and reduced waste.

However, despite its potential, IoT adoption in the logistics sector, particularly among third-party logistics firms (3PLs), faces several challenges. Legacy systems are often incompatible with modern IoT solutions, requiring costly upgrades and extensive integration efforts. Organizational resistance also poses a barrier, as employees accustomed to traditional methods may be hesitant to embrace new technologies, especially if the benefits are not clearly communicated. Financial constraints further complicate adoption, with high upfront costs for hardware, software, and infrastructure, as well as ongoing expenses for maintenance, data management, and training. These factors often lead to "pilot purgatory," where IoT projects remain in the testing phase due to financial and organizational limitations.

To address these challenges, the IoT Technology Adoption Framework (ITAF) was developed as a structured approach to guide companies through IoT integration. ITAF outlines a stage-gated process, starting with identifying challenges and assessing organizational capabilities. This is followed by planning, pilot testing, and ultimately, large-scale implementation. Each stage includes decision gates to evaluate progress and determine the best course of action, ensuring a systematic and informed transition. Metrics are integrated into the framework to assess the technical, organizational, and financial feasibility of IoT projects.

Expert insights, particularly from FedEx Europe, helped refine the ITAF to better address real-world complexities. These include improving system interoperability, fostering organizational buy-in, and managing financial risks. Feedback led to enhancements such as greater vendor involvement, continuous reassessment of company capabilities, and cost-benefit analyses post-launch. These refinements make the framework adaptable for various company sizes and IoT applications, from fleet management to real-time inventory tracking.

The flexibility of ITAF allows it to be tailored to the needs of different logistics providers. Smaller companies can prioritize financial considerations, while larger organizations may focus on system compatibility and scaling solutions. Its modular design also makes it applicable beyond logistics to sectors like healthcare, manufacturing, and retail, which face similar IoT integration challenges. Testing the framework across diverse industries could further validate its scalability and refine its approach for broader applicability.

As IoT technologies rapidly evolve, ITAF emphasizes the importance of continuous reassessment and updates to ensure companies remain competitive and aligned with industry standards. Clear stakeholder ownership at each stage of implementation fosters accountability and minimizes delays. By providing a practical and adaptable roadmap, ITAF addresses the complexities of IoT adoption, enabling companies to unlock its transformative potential and maintain a competitive edge in an increasingly data-driven industry.

The city of Amsterdam is facing various challenges in managing urban freight transport within its historic and densely populated inner city. With a rapidly growing population and increasing number of trips to, from, and within the city, Amsterdam is facing pressure on accessibility, road safety and quality of life. Furthermore, Amsterdam needs to renovate a significant portion of its historical quays and bridges, which will have a major impact on urban freight transport. The city’s commitment to maintaining accessibility and liveability, combined with its ambitious goals, has led to advancements in urban freight transport, with one notable initiative being waterborne transport. While many initiatives of waterborne transport showed success in pilot projects and demonstrations, large-scale or long-term implementation could give rise to unexpected side effects. Challenges also persist due to government policies and the cooperation of key stakeholders. In this research a design methodology is presented for sustainable urban waterborne freight distribution. The design methodology offers a stepwise approach for designing, evaluating, and generating implementation guidance for waterborne freight transport, enabling a thorough understanding and assessment of impacts. The design methodology is applied to the case study of het Wallengebied of Amsterdam. During these steps, several alternatives were prepared and scored for all stakeholders involved based on the criteria important to them. Possibilities to turn certain alternatives with a poor score on a criterion into a more positive score were considered to improve its potential in designing sustainable urban waterborne freight distribution.

In the upcoming years the Municipality of Amsterdam has to cope with renovation works to approximately 200 kilometers of quay walls and 800 bridges. These projects need to be executed in the least burdensome manner, which is why executing parties are obliged to perform their construction logistics via waterways instead of the road. Stakeholders want to have more insight into the consequences of using waterborne construction logistics and what the possible choices and decisions are within the system. In this research a waterborne construction logistics system is presented from which waterborne scenarios can both be compared with each other and with the conventional road modality. A decision support tool is developed and used to quantify these consequences and it can be concluded that water is always the preferred alternative when looking at movements and vessel/vehicle kilometers through the city, which is for both indicators a decrease of approximately 80%. From this analysis can be concluded that in the most optimistic scenario it is possible for waterborne logistics to become less expensive than road transport, but under the conditions that the average transported load and vessel speed are rather high. It is therefore recommended to further investigate the optimum between vessel capacity, loading rate and vessel speed and for the Municipality of Amsterdam to involve executing stakeholders to contribute to reaching this optimum.

Fast-Moving Consumer Goods (FMCG) companies face the critical challenge of selecting appropriate locations for their distribution centers to maintain operational efficiency and customer satisfaction. This thesis introduces a structured 5 step of phased method to address the distribution center site selection problem, considering various company-specific strategic objectives. The method incorporates determining factors identification, constraints selection, requirements outlining, alternatives generation and alternatives evaluation. A morphological chart is used in the alternative generation phase to create a range of potential locations alternatives. The Multi-Criteria Decision-Making (MCDM) method is applied for the systematic evaluation of the alternatives. The thesis suggests that expanding the set of determining factors, incorporating a broader range of stakeholder inputs and further enriching the alternatives through diversified means could enhance the method’s applicability and accuracy. This method offers FMCG companies a robust decision-making tool for strategic distribution center location selection, catering to individual business objectives and market dynamics.

This study focuses on two-echelon synchronized logistics in a multimodal distribution network for integrated road-based and waterborne transportation motivated by practical city logistics challenges. To evaluate the feasibility and requirements of a multimodal transport system as a potential future logistics solution for supplying hotels, restaurants, and cafés (HoReCa) in the city center of Amsterdam, we propose a methodology to evaluate the effect of various satellite service network designs, fleet sizes of vessel and street vehicles, and city access time window constraints (permitted working hours that can be set by the municipality through policies). To tackle the complexity of the problem, a decomposition-based heuristic is developed to solve large-size instances for a rich 2E-VRP variant. The decomposition-based heuristic consists of three main phases: a location phase for determining satellite locations, an allocation phase for establishing assignments of satellites and customers, and a routing phase for solving the routing problem given operational settings. In addition, we propose various modeling approaches to represent system designs with different operational limitations in practice. First, we consider two transshipment types: one-to-many and one-to-one transshipments. The transshipment type is related to satellite resources in terms of space availability and lifting capabilities. Secondly, we propose two simulation-optimization frameworks for iteratively configuring the workload of and workforce at satellites. We demonstrate the methodology by conducting a case study for supplying over 1600 HoReCa in the city center of Amsterdam. The results indicate that balancing the workload of satellites is critical for scenarios with few permitted working hours. By configuring the workforce at satellites, a good balance between the number of vessels, street vehicles, and street-level distance is found for scenarios with more permitted working hours. We show that the transshipment type significantly affects the service level and system requirements to meet customer demand, with a sensitivity analysis on transshipment times at satellites indicating significant benefits for reduced transshipment time in the case of one-to-one transshipments. Moreover, the computational experiments show several trade-offs between the required number of satellites, vessels, street vehicles, and permitted working hours to meet customer demand.

Big data analytics (BDA) and supply chain resilience are both present and important topics, but research on the relation between the subjects is limited. This also holds for the translation of the subject for a specific industry. This research therefore addresses this relation and translates it to a comprehensive partial resilience assessment tool that provides a benchmark for the Fast Moving Consumer Goods (FMCG) industry. The tool is based on a deterministic model that incorporated 14 resilience enablers and their corresponding interdependence. Results show that current industry BDA based resilience levels are, compared to a theoretical optimum, on average 48% and have a better practice of 66%. It is recommended that the tool is further implemented within the industry to gain more reliable and substantiated results.

The demand for electric vehicles (EVs) and wind turbines have been rising significantly in the EU as the EU wants to become carbon neutral by 2050 and generate 40% of its energy through renewable sources in order to avoid climate change and its consequences. However, both these technologies use several critical raw materials essential for their functioning. Wind turbines generate electricity through generators, and EVs are driven by motors. An important component used in both these technologies is neodymium magnets. The magnets contain rare earth elements (mainly neodymium, dysprosium, and praseodymium) which are defined as critical raw materials by the European Commission. Against the massive usage of neodymium magnets in these green technologies, there is no collection plan that focuses on recovering and reusing the magnets from EVs and wind turbines. Currently, less than 1% of neodymium magnets are recycled in the EU due to no collection in place and a lack of large-scale recycling. End-of-life (EoL) EVs and wind turbines will be massive sources of scrap neodymium magnets in the EU. However, in order to reuse or recycle neodymium magnets, these magnets first need to be collected, which is seen as an opportunity. Only when a high collection rate is achieved, a significant amount of magnets can be recycled into magnets or their constituent rare earth elements (REEs) and thus contribute to more secure access to REEs in the EU. This master thesis uses a design approach to develop a set of collection strategies that can be implemented in the EU. To develop the strategy, requirements and functions are identified by the means of four analyses- neodymium magnet market analysis, reuse and recyclability of neodymium magnets, legal analysis, and stakeholder analysis. Based on the functions formulated, means are identified that can fulfil the functions. Finally, the chosen means are categorised in five themes: Legislation and regulation, Finance, Infrastructure development, Information exchange and Material flow. Furthermore, the different solutions are categorised into short-term (can be implemented 3-6 years), medium-term (can be implemented 6-9 years), and long-term plans (can be implemented 9-12 years).

This thesis project studied the demand planning process of Cargill Global Edible Oil Solutions (GEOS) in the EMEA region and had the objective of developing a demand forecast model for the Retail Food Services customers to improve their satisfaction levels. The scope of this covered the commercial and contractual relationships, for the delivery of the bottle oil ready for distribution at the retail market; the procurement and production processes, as well as the Sales and Operation Planning (S&OP) process in detail. For the S&OP, Cargill relies on the Make to Forecast (MTF) production strategy, which has two main mechanisms for demand management and production planning. The first one is the use of a demand forecast and the second is the management of safety stocks. The demand forecast helps to guide the production planning to meet the upcoming weekly demand until it becomes available 7 days before the delivery time. While the safety stocks help to compensate for forecast errors and deviations, as well as for production setbacks that may occur. Unfortunately, for Cargill GEOS the automatic demand forecast has an accuracy of 42%, and the safety stock levels rose considerably and were managed on a constant level all year round to compensate. This impeded Cargill to meet the customer demand on time and in full according to the contracted service levels.
The main challenges in this situation were the limited data availability and the demand data fragmentation due to changes in the product specifications. Which required the development of specific procedures and frameworks to align the fragmented data and to obtain a weekly demand forecast. For the development of the forecast model, 3 statistical seasonal forecasting models were considered to maintain the transparency of the process, the ARIMA model, the ETS exponential smoothing, and the STL+ETS. Due to the limited data availability, the chosen model was the STL+ETS model as this was the one that was able to replicate the observed demand, with an average weighted accuracy of 76%.
The insights obtained from the seasonal forecast allowed to improve the safety stocks management, from a fixed level all year round to a seasonal management according to the expected demand and its variability throughout the year.
The solutions developed in this thesis project were not limited to the demand forecast development but they aimed to improve the demand management process in different aspects. Which will allow Cargill GEOS to improve considerably their service levels without considerable additional costs, such as the increase of the production or warehouse capacity.

This thesis project investigates the applicability of different sustainable transport methods for delivering chemical products to the European customers and a decision-making business process is derived from that. So, a set of representative lanes are selected to be involved in this project and the hauliers responsible for those lanes are asked to provide available sustainable transport option for each lane, CO2 emission reduction by the options, cost and on-time delivery as affected KPIs by the options. At the discussion with senior sales managers this info is communicated, and it emerged that there are many other factors than the three main KPIs that determine the applicability of an option for the representative lanes. They are visualized in a decision-making business process that balances the KPIs for determining the applicability of an option for a lane. the design is then validated by applying it on representative lanes and comparing the result with haulier responses. It emerged that the design suggests the applicability of fuel change, payload increase and renewing trucks options for the lanes that have currently direct road transport method. The design results in 13.60% total emission reduction for lanes with any current transport method and 19% for the lanes with current direct road transport and 6% logistics cost increase with no effect on on-time delivery.

With the rise of the internet, mobile technologies, and, most crucially, e-commerce, the retail industry has changed dramatically in recent decades. Emerging digital technologies, such as information and automation, have recently made it feasible for even more types of retail business to exist. One of the key strategic themes for retail businesses in Europe, and indeed the entire world, is the digital transformation of the supply chain. However, many retail representatives have only a vague idea of the exact steps that need to be taken in the digital arena. The retail supply chain does not seem to know how to measure the actual level of its digitalisation, and it is not clear whether the current digital development of the supply chain is on a good track, thus lacking guidelines for further strategy development and investment. Previous studies have shown that Maturity Model (MM) helps enable retail companies assess their level of digitization. On the one hand, MM can help companies assess the gap between themselves and competitive benchmarks. On the other hand, it can help managers to have a more comprehensive and scientific understanding of the current digital performance of their companies. MM is a great tool for both comparison with competitors and internal optimization of companies. All in all, using MM not only helps to position an existing relationship on the maturity scale but also helps to identify areas where improvement is needed to achieve a higher maturity.

Background: With around 70 supermarkets, Hoogvliet is one of the smaller supermarkets in the Netherlands. During the past years, more companies have become aware of the importance of efficient reversed logistics (Senthil et al., 2018). By optimizing this return flow, the return hall of supermarkets plays an important role. With the expected increase of supermarkets that the same return hall must serve and the limited capacity of employees in mind, Hoogvliet wants to redesign its return hall. However, based on literature research, research is primarily done on reusable packaging systems instead of processes and the dynamics within a return hall. This article partly closes this knowledge gap with a conceptual design for the return hall of Hoogvliet, which gives insight in the efficient solutions and layouts within a return hall. Based on the brownfield of the return hall of Hoogvliets DC, this article aims to ‘design an efficient, flexible, scalable and future-proof return and packaging hall, which solves the capacity issues in employees and workspace and increases the throughput of containers per hour.’
Method: A design method is used, derived from Dym et al. (1999), containing five phases: problem definition, conceptual design, model and evaluate design, optimize and implement design, and conclusion.
Results: Analysing the current situation shows that 23 main processes can be defined. The quantitative analysis shows that the transportation of loading carriers is one of the most labor-intensive jobs. For all of the 23 processes, three designs are made called ‘split waste and packaging’ (1), ‘carousel’ (2), and ‘completely automated’ (3). All these designs are simulated for three future scenarios. The simulation shows that design 2 has the best score for transport and loading. However, design 3 obtains a higher overall score. The disadvantage of design 3 is the long inbound queue. With some improvements, the second design will get the most stable performance in the future and has an inbound line that is acceptable for Hoogvliet.
Implementation: The second design is advised to implement at the return hall of Hoogvliet. This could be done in different phases. First, Hoogvliet needs to make someone responsible for the implementation and coordination. One of his first tasks should be job standardization and allocation per employee, then relocating some sorting stations, and lastly, the different solutions could be implemented step by step. Per scenario, the estimated quantities per solution are given. Based on the developments in terms of growth, a separate floor is needed as a buffer zone for empty loading carriers, which is already part of the optimized second design of this thesis.
Concluding: The (different) conceptual design(s) give insight that closes the knowledge gap: (1) Transportation within return halls with the same processes significantly impacts the workload and should be eliminated as far as possible. (2) In the short term (<3 years), transport solutions could result in significant savings. (3) In the long term (>3 years), advanced automated sorting systems have higher savings than minor improvements.

This thesis combines a high-tech, capital product, with servitization methods in order to create a product-service system. Servitization has allowed companies to align their interests and create a co-creation environment. The overall objective of this thesis was to find an improvement over the current service design of Beaver vessels. This new design is specifically tuned towards an increase in customer retention and needs to have a tier-based approach.
The methodology used to create this service design had a research and a design component. The research component is twofold, research is done on the available literature to gain insights in relevant state of the art literature. The next part of research is done on the internal processes of the company, in order to determine where opportunities lie regarding best practices as seen in the literature.
Following from this research, requirements have been determined on which the eventual service design has been created. Requirements follow from either literature, analysis of internal processes, or company instructions.
This project has shown that there is an opportunity to be captured by offering a tiered-based agreement with customers. Advantageous financial effects are a better grip on expenses on the customers end, making it a strong option compared to maintaining the product themselves.

Due to increasing urbanisation, the basic necessities of housing demands are also on a rise. This leads to increase in construction activities and movement of construction vehicles to and from construction sites. However, the upcoming Green Deal 2025 policy would pose restrictions to the entry of construction vans, the most widely utilized transport for the sector, in the inner city areas. This reverse streams of problems for the sector pose an ardent need to effectively organise logistics in the sector. Even though there are exisiting solutions for tacking these issues in the sector such as use of Construction consolidation centres (CCC) in the sector, their use is limited to the bigger companies in the sector. Meanwhile, its adoption remains largely low due to the dominance of SMEs in the sector that suffer from financial limitations of organising these solutions and an unclear case of business case for them. This project is aimed to explore suitable collaborative sharing solutions for capacity sharing and presenting trade-offs in terms of qualitative and quantitative benefits of the solutions. The project devises an awareness session methodology to create awareness towards openness of these solutions in the chain. The session was evaluated with construction logistics experts and seems to attain its objective of creating awareness for the sharing concepts.