| 1. |
- Woxenius, Johan, 1967
(författare)
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Freight transport detours
- 2010
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Ingår i: The 12th World Conference on Transport Research, Lisbon, 11-15 July 2010.
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- From the perspective of a transport service buyer and at the abstraction level of material flows, all transports travel directly from product supplier to product customer. In reality, how-ever, the directness of transport services depends on factors such as geography, available infrastructure, temporary conditions, shippers’ qualitative preferences, the economy of and practical possibilities for consolidation and access to return flows. This work examines detours by structuring and elaborating upon the causes of freight transport detours and briefly analysing their effect. Detours are divided into supply chain, logistics and freight transport detours respectively and most attention is paid to the last kind of detour. Freight transport detours are divided into physical, political, commercial, operational and non-planned causes for detours. The first two stipulate the system environment in which the focused actors, transport service providers, decide upon detours. Operational causes are subject to internal decision making whereas commercial and non-planned causes are both external and internal to transport service pro-viders. The work is qualitative and is presented as a work-in-progress; therefore, coherent quantitative evidence is still lacking.
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| 2. |
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| 3. |
- Kehoe, James, et al.
(författare)
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Assessment of the impact of the application of new sulphur limits to the Mediterranean and the Atlantic European Seas
- 2010
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The impact of introducing stricter sulphur limits in the Mediterranean and the Atlantic was modelled using 12 priority corridors operating on these seas. Due to the topography of the Mediterranean coastline and the selection of studied routes, short sea shipping (SSS) was found to be dominant, holding approximately 95% of the market share on the selected routes. This share is an over estimation as rail was not included in this study. The introduction of stricter sulphur limits in 2015 & 2020 will increase SSS costs and hence reduce the SSS market share.
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| 4. |
- Behrends, Sönke, 1976, et al.
(författare)
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Novel rail transport services : Deliverable D12
- 2010
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Intermodal road‐rail transport has a medium to high market share for large flows over long distances and for seaport hinterland flows, and competes on cost in these markets with road transport. Due to the small size of this market segment compared to the total transport market the modal shift potential is marginal at best. It is therefore increasingly recognized that the conventional approach to intermodal transport focusing on large flows over long distances may be insufficient to address the persistent problem of a growing modal share of road freight. As a complement to the conventional approach, alternative network operations are needed that allow an intensification of rail services and expansion of geographical coverage. This innovative approach requires fast and efficient transhipment operations, which cannot be achieved by the present conventional terminals since they absorb too much time and money. Hence, technological innovations in the transhipment process will have a major role to play for achieving a modal shift. The raiload technology enables automatic transhipments of standardised loading units below catenaries and thereby makes fast and efficient transhipment operations possible, both for railrail as well as for rail‐road exchange. By that, the technology facilitates the implementation of innovative rail networks. The aim of this research is to analyse how this technological innovation can be integrated in a context of innovative intermodal transport services. The results indicate that fast and efficient transhipment technologies are a prerequisite for intermodal linertrains which can integrate short and medium distance transports in the intermodal system. Linertrains can open business opportunities for operators and cost savings for shippers in a market segment which is dominated by road transport. Furthermore, linertrains can further contribute to reaching policy goals, e.g., lower externalities from freight transport and regional development of far‐off regions. Yet, it is still too early to expect a breakthrough of linertrains. The implementation requires a system innovation but current politics and dominant actors still limit their actions to incremental improvements within the current rail production paradigm and dominant technology based on economies of scale and oppose organisational innovations. However, the fact that the implementation of intermodal linertrains seems to be unrealistic today should not discourage policy makers and stakeholders. System innovations are long‐termprocesses and there are indications that the transition process has started. Continuously increasing freight transport volumes and a significantly increased awareness for sustainable development put the dominating road freight transport paradigm under pressure. As a response, transport politics, transport buyers, and transport operators show an increased interest in intermodal transport. Hence, the current barriers should be seen as challenges to overcome rather than as impediments to progress. To manage the transition towards innovative intermodal transport services and to overcome current barriers, there is a need for connecting the existing dynamics by applying the technological innovation in the existing large‐scale production system. These niche‐applications do not require major changes of transport and logistics structures and can provide room for technological learning and development which is needed to reduce economic uncertainties and risks involved in technological innovations. A promising approach is a new‐generation large scale hub terminal for seaport hinterland flows, since the raiload technology can contribute to solving existing efficiency and capacity problems in this segment of the transport market.
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| 5. |
- Behrends, Sönke, 1976, et al.
(författare)
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Novel rail transport services
- 2010
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Intermodal road‐rail transport has a medium to high market share for large flows over long distances and for seaport hinterland flows, and competes on cost in these markets with road transport. Due to the small size of this market segment compared to the total transport market the modal shift potential is marginal at best. It is therefore increasingly recognized that the conventional approach to intermodal transport focusing on large flows over long distances may be insufficient to address the persistent problem of a growing modal share of road freight. As a complement to the conventional approach, alternative network operations are needed that allow an intensification of rail services and expansion of geographical coverage. This innovative approach requires fast and efficient transhipment operations, which cannot be achieved by the present conventional terminals since they absorb too much time and money. Hence, technological innovations in the transhipment process will have a major role to play for achieving a modal shift. The raiload technology enables automatic transhipments of standardised loading units below catenaries and thereby makes fast and efficient transhipment operations possible, both for railrail as well as for rail‐road exchange. By that, the technology facilitates the implementation of innovative rail networks. The aim of this research is to analyse how this technological innovation can be integrated in a context of innovative intermodal transport services. The results indicate that fast and efficient transhipment technologies are a prerequisite for intermodal linertrains which can integrate short and medium distance transports in the intermodal system. Linertrains can open business opportunities for operators and cost savings for shippers in a market segment which is dominated by road transport. Furthermore, linertrains can further contribute to reaching policy goals, e.g., lower externalities from freight transport and regional development of far‐off regions. Yet, it is still too early to expect a breakthrough of linertrains. The implementation requires a system innovation but current politics and dominant actors still limit their actions to incremental improvements within the current rail production paradigm and dominant technology based on economies of scale and oppose organisational innovations. However, the fact that the implementation of intermodal linertrains seems to be unrealistic today should not discourage policy makers and stakeholders. System innovations are long‐termprocesses and there are indications that the transition process has started. Continuously increasing freight transport volumes and a significantly increased awareness for sustainable development put the dominating road freight transport paradigm under pressure. As a response, transport politics, transport buyers, and transport operators show an increased interest in intermodal transport. Hence, the current barriers should be seen as challenges to overcome rather than as impediments to progress. To manage the transition towards innovative intermodal transport services and to overcome current barriers, there is a need for connecting the existing dynamics by applying the technological innovation in the existing large‐scale production system. These niche‐applications do not require major changes of transport and logistics structures and can provide room for technological learning and development which is needed to reduce economic uncertainties and risks involved in technological innovations. A promising approach is a new‐generation large scale hub terminal for seaport hinterland flows, since the raiload technology can contribute to solving existing efficiency and capacity problems in this segment of the transport market.
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| 6. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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Establishing intermodal terminals
- 2010
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Ingår i: World Review of Intermodal Transportation Research. - 1749-4729 .- 1749-4737. ; 3:3, s. 285-302
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Tidskriftsartikel (refereegranskat)abstract
- This study examines the development process of intermodal road-rail freight terminals. Of particular interest are factors affecting the development process and the time needed to establish intermodal road-rail terminals. The results are intended not only to be interesting to researchers, but also of practical use to actors developing intermodal terminals. Based on rational choice theory and two Swedish case studies, Falköping/Skaraborg and Nässjö/Jönköping, factors identified and analysed are: profitability, financiers, political entrepreneur, location, large local shippers, and the traffic authorities. Profitability combined with an enthusiastic and committed political entrepreneur are the most vital factors for the success and pace of the development process.
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| 7. |
- Woxenius, Johan, 1967
(författare)
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Flexibility vs. specialisation in European short sea shipping
- 2010
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Ingår i: International Association of Maritime Economists (IAME) Annual Conference 2010, Lisbon 7-9 July.
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Konferensbidrag (refereegranskat)abstract
- Over the years, shipping has developed in phases where the main features of ships, the operational principles, the surrounding systems and the market offer have either been designed for a wide scope of transport demands or have been optimised to suit narrow demand characteristics. The trade-off between flexibility and specialisation implies delicate tasks for transport system designers and marketing managers. A particular type of compromise between transport demands is passenger and freight travel in the same vehicle or vessel. The purpose of this article is to adapt theory on openness and controllability, characterise a selection of flexible and specialised European short sea shipping concepts and analyse how substantial changes in the future character of the competition with road and rail can affect the development of ferry shipping in the South Baltic Sea. The central theoretical concepts in this article are commercial openness, technological openness, trade-offs and controllability. The analytical framework rests on a matrix, with commercial openness and technological open-ness on the axes, originally developed for analysing intermodal freight transport systems. The matrix is here used for categorising the four main short sea shipping segments using traditional single-deck bulk carriers: container feeder vessels, ferries, bulk carriers and tankers. The ferry category is further analysed and divided into sub-segments in the empirical context of the South Baltic Sea. Foreseeable changes in key cost and competition parameters until 2020 are taken into account in discussing potential scenarios. A plausible outcome for the ferry/RoRo shipping segment is that one branch with relatively fast passenger ferries and one branch with slow and energy efficient freight services will be diverted from the current homogenous market offer.
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| 8. |
- Woxenius, Johan, 1967, et al.
(författare)
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Innovation drivers and barriers in intermodal freight transport
- 2010
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Ingår i: Logistics Research Network Annual Conference (LRN), Harrogate, 8-10 September.
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Intermodal freight transport (IFT) represents a complicated if not complex transport system encompassing a wide variety of relationships between actors, activities, and technical resources. This implies certain inertia to change. The work of IFT system designers and inventors of technical resources is like running in a labyrinth facing a wide range of restricting factors. Inventors have designed numerous technological components and sub-systems for intermodal liner trains but they share the feature of not being used commercially in a large scale. In order to understand the nature of technical and organisational innovation in IFT systems, thorough knowledge about these limiting factors is essential and this article aims at filling part of this knowledge gap. The purpose of the article is to analyse processes that foster or impede the implementation of technological and organisational innovations in IFT in general, and IFT liner trains in particular.
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| 9. |
- Almotairi, Badi, 1970, et al.
(författare)
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Information Flows Supporting Hinterland Transport: Applications in Sweden
- 2010
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Ingår i: Dryport Conference, Edinburgh, 21-22 October.
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Konferensbidrag (refereegranskat)abstract
- This article analyses how information and communication technology (ICT) is used to support hinterland transport of maritime containers. The focus is on how information is conveyed between actors using an ICT facility structure and how integrative information is used by different partners’ information systems for making the different transport operations more efficient and enabling an improved service offer. The analysis includes identification of the actor network and the management components in line with supply chain management (SCM) perspectives. To support this analysis a conceptual model showing the relationship between the integrative information and integrative technology was constructed and related to business process and an ICT maturity model found in the literature. Interviews have been conducted with actors involved in Swedish hinterland rail transport. The information flows have been mapped and the analysis shows that the current level of integration and ICT maturity is fairly low, but that several actors currently are modernising their systems. Their main motivation is to reduce the administrative tasks, rather than achieving a supply chain integration. The article shows that a proper handling of the information flow opens up for new business models and can make existing models more efficient. The ICT system must support the proper integration of the ocean, seaport and hinterland parts of the transport chain as well as auxiliary services.
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