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| 43. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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Sulphur Emission Control Areas and Transport Strategies -The Case of Sweden and the Forest Industry
- 2015
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Ingår i: European Transport Research Review. - : Springer Science and Business Media LLC. - 1867-0717 .- 1866-8887. ; 7:2, s. 1-15
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Tidskriftsartikel (refereegranskat)abstract
- Background and purpose The International Maritime Organisation’s (IMO) decision to lower the allowable amount of sulphur content in marine fuels to 0.1 % in the so-called Emission Control Areas (ECAs) beginning in 2015 has outraged the Swedish forest industry. The seas around Sweden are included in the ECA and achieving the new sulphur directive requires shipowners to take actions that will increase the cost of transporting goods by ship from Sweden. Swedish forest industry exports are transported mostly by ship and there is a possibility that the forest industry will shift freight from sea to land transport because of the sulphur directive. How greatly the transport costs differ between different transportation options is affected by several uncertainties such as price trends for fuel. Other restrictions for shipping, such as nitrogen oxide emissions and ballast water treatment, are also expected to become stricter in the future. The purpose of this paper is to examine the impact of the sulphur directive and associated uncertainties on the Swedish forest industry, its transport system structure, and its logistics strategies. Results and conclusions Previous studies in the field have forecast that the freight will be transferred to land because of the sulphur directive. Our results also show that companies will transfer the cargo to land transport. The transfer will be greater the further south in the country production facilities are located. Goods that previously were shipped from ports on the Swedish east coast will instead be shipped more frequently from ports on the west coast to reduce transport time within the ECA region. Furthermore, the results show that firms do not sign agreements with shipping lines that extend beyond the year 2015, but instead write long, flexible agreements with rail operators, enabling an increase in freight strategy to address the sulphur directive. In this way, they have created the capacity to transform the transport structure.
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| 46. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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The development of hinterland transport by rail – the story of Scandinavia and the Port of Gothenburg
- 2011
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Ingår i: Journal of Interdisciplinary Economics. ; 23:2, s. 151-165
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Tidskriftsartikel (refereegranskat)abstract
- This article analyses the phenomenon of hinterland transport by rail and the remarkable journey that has taken place during the last ten years in Europe, especially in Scandinavia. Furthermore, it includes a brief examination of how current trends affect the role and development of rail for hinterland transport. In fact, particularly in Scandinavia, most of the potential market for hinterland transport of maritime containers is already realised. Nevertheless, stakeholders face new challenges as a result of the current financial crisis and global recession. As a result, transport systems, such as the Scandinavian rail shuttle system, now show modest growth figures in comparison to the 15 to 20 percent of annual growth over the last ten years. Ultimately, rail shuttle services and dry ports will still play an important future role in ensuring competitive and sustainable logistics systems assuming that these companies are able to cope with the imminent challenges.
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| 47. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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The Implications of the SECA for Ports and Hinterland Transport in Sweden
- 2017
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Ingår i: Pettit, S and Beresford, A. (eds), Port Management: Cases in Port Geography, Operations and Policy. - London : Kogan Page. - 9780749474324
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Bokkapitel (refereegranskat)abstract
- The impacts and consequences of the introduction of the sulphur directive in the Baltic Sea have been much debated. A number of studies have been carried out both in the Swedish and international contexts. Several industries have been identified as particularly sensitive to the new regulations and many companies and associations have expressed their concern over the effect the sulphur directive has had and may yet have on the overall transport system and the negative impact it may exert on the global competitiveness of Swedish industry. The purpose of this study is to conduct a meta-analysis of previous studies in order to analyze and synthesize the different consequences for Sweden arising from the introduction of the sulphur directive in 2010 and the tightening up of the regulatory limits on the sulphur emissions from ships in 2015. More specifically, the analysis focuses on how these effects will or might impact upon Sweden’s ports.
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| 48. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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The last mile, inbound logistics, and intermodal high capacity transport -the case of Jula in Sweden
- 2016
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Ingår i: World Review of Intermodal Transportation Research. - 1749-4729 .- 1749-4737. ; 6:1, s. 74-92
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Tidskriftsartikel (refereegranskat)abstract
- Some of the biggest challenges for intermodal transport competitiveness are the extra handling costs and pre- and post-haulage costs. This paper investigates the use of intermodal high capacity transport (IHCT) for the intermodal transport chain in general and to pre-and post-haulage in particular. The aim is not only to measure the cost reductions from using larger vehicles but to understand how better management of inbound flows through increased integration of logistics processes can increase the efficiency of the last mile. The paper analyses the haulage of two 40-foot containers simultaneously when part of an intermodal transport chain. Data were collected from a demonstration project in Sweden, where permission was obtained to use longer vehicles on an approved route to and from the nearest intermodal terminal. Results indicate substantial cost savings from using longer vehicles for pre- and post-haulage. In addition, the business model whereby the shipper purchased their own chassis and permission was obtained to access the terminal after hours for collecting pre-loaded chassis brought additional cost and planning benefits. The total cost saving was significant and potentially eliminates the cost deficit associated with the last mile.
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| 49. |
- Bergqvist, Rickard, 1979
(författare)
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The Potential of West European Sea-based Intermodal Systems - Extended study
- 2003
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Firstly, this report is a complement to the original report The Potential of West European Sea-based Intermodal System, not as a substitute. The purpose of this research is to give a more in-dept analysis of the results and to increase the reliability and validity of the original research. This complementary report includes analyses and their impact on the potential of the Intermodal transportation system. The analyses consider data quality, road transport distances and the loading area design of the Intermodal transportation system. From the analyses done in this research, the potential amounts of goods, dependent on the degree of limitations, are 46000 or 33000 heavy road vehicles on a yearly basis. One important conclusion from this complementary research is that, when comparing the geographical market for potential III and potential IV not much geographical market is lost when adding the limitations induced by potential IV. The reason for this is that rail transportation will cover much of the market lost when excluding port of Valencia and Marseille from the system design. However, rail transportation is not more economically beneficial for this market than by the inclusion of the Ports in Valencia and Marseille in the Intermodal transportation system, but more economically preferable than direct road transportation from Scandinavia. This sensitivity analysis is interesting for the system designer. The analysis shows that the Intermodal transportation system has alternative solutions and is somewhat flexible when it comes to the choice of transport mode, within the geographical market. There are also opportunities from legislations which enable Member States to directly promote Intermodal transportation, unfortunately only explored by a few Member States. Member States should be enlightened, so that these opportunities are realised in a national and global scale.
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| 50. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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The role of contracts in achieving effective governance of intermodal terminals
- 2014
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Ingår i: World Review of Intermodal Transportation Research. - 1749-4729 .- 1749-4737. ; 5:1, s. 18-38
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Tidskriftsartikel (refereegranskat)abstract
- Public sector actors often provide financial or planning support to intermodal terminal developments with the aim of achieving societal benefits through modal shift from road haulage to rail transport. Once operational, such terminals exhibit a variety of governance models with varying levels of power and responsibility shared between public and private actors. This paper reviews a selection of contracts between rail infrastructure owners, terminal owners, terminal operators and rail operators in order to determine the incentives, commitments and risks involved in specifying such responsibilities between actors. The two markets analysed are Sweden and the UK, with similar histories of liberalisation of rail operations. In the Swedish context, terminal infrastructure owners, usually public actors, want to act as landlords but continuously find themselves involved in daily operational and commercial situations. In the UK, long leases on token rents mean that few commitments or investments are required by private operators as long as they remain in use and allow open access. Policy implications are discussed and recommendations made for future research.
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