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Computers in Industry
journal homepage: www.elsevier.com/locate/compind
Lund University, Faculty of Engineering, Department of Design Sciences, Division of Packaging Logistics, Box 118, Lund 22100, Sweden
Viktoria Institute, Lindholmspiren 3A, Gothenburg 41756, Sweden
A R T I C L E I N F O
A B S T R A C T
Article history:
Received 4 October 2012
Received in revised form 19 September 2013
Accepted 12 November 2013
Available online 11 December 2013
The purpose of this paper is to provide a research outlook on the concept of decentralized freight
intelligence, i.e. autonomous freight making localized routing decisions. A review of research literature
on decentralized intelligence in freight transport serves as the foundation of the analysis. The analysis
reveals a scarcity of scientic evidence to suggest a successful introduction of decentralized freight
intelligence. Among numerous conceptual ndings, the analysis reveals a dearth of research on the clear
and present challenges of introducing and adopting decentralized freight concepts in contemporary
multi organizational open freight systems. For practitioners this paper provides useful input on future
ICT development in the transport eld. In particular, due to the lack of guidance on adoption of
decentralized freight, a focus on non-networked benets of information technology is to be
recommended. Given the large number of projects, papers and various initiatives related to
decentralized freight intelligence, this paper, to the authors best knowledge, provides a novel
technology adoption perspective on decentralized freight intelligence research.
2013 Elsevier B.V. All rights reserved.
Keywords:
Transport operations
Intelligent Cargo
Efciency
RFID
1. Introduction
From their experimental beginnings in the early 90s, the
computerization of our material surroundings, or ubiquitous
computing [1], has sprouted a wealth of venues for research into
radical concepts in various industries [2]. This paper reviews one
such concept within the freight industry.
In their quest for higher freight transport efciency, many
authorities and organisations pay increasing interest to Information Systems (IS), Information Communication Technology (ICT)
and Intelligent Transport System (ITS) (e.g., [3,4]). An innovative
concept that has received a lot of attention is the concept of
decentralized intelligence in freight transport. Applying ICT with a
higher degree of sophistication than what is currently the
standard, is assumed to have large potential on environment
and efciency [5]. Indeed, as early as 2004, Scholz-Reiter et al.
hypothesized that . . .due to the dynamic and structural complexity of todays logistics systems and networks, central planning and
control of logistic processes becomes increasingly difcult. Thus,
decentralised and autonomous control of logistics processes is
required ([25], p. 357). Indeed, bold visions of a radically altered
future of freight have been following; In ve years time most of
the goods owing through European freight corridors will be
a unique identity;
the capability of communicating with its environment;
the storing of data about itself;
a language to display its features, production requirements, etc.;
directly participates in or makes decisions relevant to its own
routing, etc.
307
308
Table 1
Distribution of research approaches and outlets.
Types of publications
Summary of
research outlets
Non-empirical Conceptual
Numerical experiment
Prototype study
19
2
2
10
4
12
4
13
5
2
Fig. 1. How control differs in current and future decentralized freight intelligence.
Conceptualization gure from [14].
309
310
crowd sourced navigation app based not only on user input, but
also on freely available map data. The user can thus interact with
the service and gain utility even though the crowd sourced data,
reliant on network effects, has not yet reached useful levels in his
or her area.
This bootstrapping effect [85] is not evident in the case of
decentralized freight intelligence. Large scale decentralized
intelligence systems will therefore likely require a massive positive
network utility as soon as they are initiated. While this does not
necessarily invalidate the approach, it does pose some difcult
questions as to what type of settings and scopes current
conceptualizations of decentralized freight intelligence can be
applied successfully.
5. Concluding discussion
This paper aimed at providing a critical viewpoint on the
potential of decentralized freight intelligence. Through a review of
existing publications, we found that: (1) The networked nature of
the concept entails that critical mass must be achieved. Current
conceptualizations dictate that this must take place without the
benet of any substantial non-networked usefulness identied. (2)
To achieve the promised increase in ll-rate, technologies and
procedures have to solve the challenges of freight handling. (3) We
have been unable to nd any compelling evidence of increased
transport efciency, even if (1) and (2) are met. Massive costs,
complex organizational contexts and the absence of functional
processes for multi-organizational adoption of decentralized
freight intelligence are profound challenges, thus far not addressed
by research.
5.1. Policy and managerial implications
Theory on how people and organisations adapt and implement
new technology, suggests that protable investment in a
technology depending on critical mass, often needs some
perceived usefulness already on the individual level. Hence our
recommendation to companies and policy makers interested in
decentralized freight intelligence is to focus on ICT innovations
that display usefulness on an individual level rst and foremost.
Centralized transport planning and cloud computing display a
trend towards centralization of computing rather than decentralization, or at best, the dichotomy centralized/decentralized may
prove false in many ways, as communication between the local and
global becomes a non-issue.
5.2. Theoretical implications and future research
Given the lack of empirical research on practical processes of
decentralized freight intelligence adoption, we suggest that this is
investigated thoroughly in future research.
Design driven pragmatic research coupled to a rigorous
methodological foundation, such as a design research framework
[86], or action oriented yet rigorous and theory based studies of
organizational adoption [87,88] are suggested as suitable methods
to employ.
A useful starting point, referring back to section 4, could be
investigating how IT services on the individual level (i.e. not
dependent on network effects and critical mass) could be utilized
to bootstrap [85] decentralized freight intelligence, or updated
conceptualizations, at a later stage.
Indeed, the Internet as well as the rapid adoption rates and
developments in mobile computing can be attributed to the
universal versatility of the underlying platforms [58,89]. They are
capable of performing tasks not anticipated by their designers, and
attracting users through a near innity of use patternsnetworked
311
Appendix A
See Table A1.
Table A1
Full listing of material considered for the analysis.
Outlet
Authors
Approach
Title
Journal paper
Ehnert et al.
Year
2006
Non-empirical Conceptual
Journal paper
Hongler et al.
2010
Numerical experiment
Journal paper
2010
Prototype study
Journal paper
Langer et al.
2006
Journal paper
Journal paper
Journal paper
2007
2007
2006
Journal paper
Journal paper
Journal paper
Scholz-Reiter et al.
Scholz-Reiter et al.
Stefansson and Lumsden
2007
2009
2009
Non-empirical conceptual
Non-empirical conceptual
Non-empirical conceptual
Journal paper
Sternberg et al.
2010
Journal paper
Wycisk et
2008
Non-empirical conceptual
Ehnert et al.
2007
Non-empirical conceptual
Hammer et al.
2005
Non-empirical conceptual
Jevinger et al.
Jevinger et al.
2011a
2011b
Non-empirical conceptual
Non-empirical conceptual
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Peer-reviewed conference
proceedings
Conference proceedings
Conference proceedings
2009
2008
Prototype study
Jevinger et al.
2009
Non-empirical conceptual
Jevinger et al.
2010
Non-empirical conceptual
Scholz-Reiter et al.
2004
Non-empirical conceptual
Scholz-Reiter et al.
2010
Non-empirical conceptual
Schuhmacher et al.
2009
Non-empirical conceptual
Stefansson
2010
2009
2010
2008
Case/interview based
conceptual
Case/interview based
conceptual
Case/interview based
conceptual
Case based conceptual
Stefansson et al.
2007
2011
Non-empirical conceptual
2005
2008
Non-empirical conceptual
Non-empirical conceptual
Thesis
Thesis
2003
2011
Thesis
Thesis
Thesis
Report
Karimibabak
Mirzabeiki
Sternberg
Huschebeck et al.
2005
2010
2008
2009
Report
2005
al.
Non-empirical conceptual
312
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