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1.
  • Behrends, Sönke, 1976, et al. (creator_code:aut_t)
  • Novel rail transport services
  • 2010
  • swepub:Mat_report_t (swepub:level_scientificother_t)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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2.
  • Behrends, Sönke, 1976, et al. (creator_code:aut_t)
  • The impact of urban freight transport: a definition of sustainability from an actors perspective
  • 2008
  • record:In_t: Transportation Planning and Technology. - : Informa UK Limited. - 1029-0354 .- 0308-1060. ; 31:6, s. 693-713
  • swepub:Mat_article_t (swepub:level_refereed_t)abstract
    • The purpose of this article is to firstly, present a definition of sustainable urban freight transport (SUFT) based on existing theories, and secondly to develop an indicator set that describes SUFT. The definition of SUFT makes a categorisation of actions possible which enables the actors to select effective strategies towards SUFT. The indicator set consists of two levels: 1. impact indicators which describe how urban freight transport violates the principles of sustainability; and 2. performance indicators which describe different categories determining the characteristics and performance of the urban transport system. A literature study is conducted to analyse the characteristics determining the performance of the actors in the urban freight transport chain. Knowing the current state and improvement potentials of the urban freight transport system are prerequisites for defining successful strategies and implementing effective actions.
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3.
  • Woxenius, Johan, 1967, et al. (creator_code:aut_t)
  • Innovation drivers and barriers in intermodal freight transport
  • 2010
  • record:In_t: Logistics Research Network Annual Conference (LRN), Harrogate, 8-10 September.
  • swepub:Mat_conferencepaper_t (swepub:level_scientificother_t)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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4.
  • Behrends, Sönke, 1976 (creator_code:aut_t)
  • The Significance of the Urban Context for the Sustainability Performance of Intermodal Road-rail Transport
  • 2012
  • record:In_t: Procedia - Social and Behavioral Sciences. - : Elsevier BV. - 1877-0428. ; 54, s. 375-386
  • swepub:Mat_article_t (swepub:level_refereed_t)abstract
    • The purpose of this paper is to analyse the implications of the urban context for the sustainability performance of intermodal road-rail transport (IRRT). By calculating the external costs of a road transport and an intermodal alternative of consolidated cargo between a freight forwarder's consolidation terminals, the paper shows that the environmental benefits of a modal shift depend on the relative location of the intermodal terminal and shipper and receiver in the spatial structure. A careful integration of the intermodal terminal in the urban spatial structure is therefore a necessity if IRRT is to contribute to the sustainable development of the freight sector.
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5.
  • Bergqvist, Rickard, 1979, et al. (creator_code:aut_t)
  • Efficient Intermodal Pre and Post Haulage
  • 2010
  • record:In_t: Selected Proceedings of the 12th World Conference on Transport Research Society. - 9789899698611
  • swepub:Mat_conferencepaper_t (swepub:level_refereed_t)abstract
    • The demand for inland freight transport in Europe is mainly met by road transport leading to unsustainable impacts such as air pollution, greenhouse gas emissions and congestion. Since rail transport has lower externalities than road transport, a modal shift from road to rail is an accepted policy goal for achieving a more sustainable and competitive transport system. However, intermodal road-rail transport is mainly competitive for long distance transports and as a consequence the potential for modal shift is limited.The cost-efficiency of road-rail intermodal transport is particularly sensitive to pre and post haulage (PPH) costs since this activity typically has a larger cost mass compared to its share of the total distance of the transport chain. For intermodal transportation over shorter distances, e.g. below 300 km and where there is substantial PPH activities in both ends of the chain, the competitiveness of the intermodal transport system compared to direct road is low. Improving the efficiency of the PPH activities is therefore of outmost importance for the competitiveness of the intermodal transport system. This paper looks into the issue of improving the cost-efficiency of an intermodal transport chain by implementing an innovative and flexible legal framework regarding the PPH activities in the chain. By extending the legal framework with exceptions for longer vehicles in the pre and post haulage the cost efficiency can be greatly improved. The purpose of such a framework is to allow and enable for PPH of 2*40 foot or even 2 semi-trailers using only one vehicle in the context of Swedish regulatory framework. Within the existing framework there are some degrees of freedom given that the cargo is divisible. This paper suggests extending that framework to the context of intermodal transport. Exceptions to the given regulations require different measures, such as accompanying car, route travelled, etc. This paper aims to investigate the consequences of such a framework and gives some normative suggestions for its setup and design. Furthermore, this paper investigates the potential associated with such a framework in terms of cost-efficiency. In sum, a more innovative and flexible legal framework regarding vehicle length in the PPH links can contribute to greater modal shift, improved cost-efficiency and more environmentally friendly transportation systems.
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6.
  • Behrends, Sönke, 1976 (creator_code:aut_t)
  • Sustainable freight transport principles and their implications for intermodal transport
  • 2010
  • record:In_t: NOFOMA conference, 10-11 June 2010, Kolding, Denmark. ; , s. 1033-1048
  • swepub:Mat_conferencepaper_t (swepub:level_refereed_t)abstract
    • Purpose: The purpose of this paper is to assess whether intermodal road-rail transport has the potential to contribute to the sustainable development of the freight transport sector. To achieve this, the paper aims to clarify what sustainable freight transport is and to identify the critical issues in today’s intermodal transport system. Methodology: In a deductive approach principles for sustainable freight transport are developed based on sustainable development concepts and applied on intermodal transport. Findings: Rail has the potential to offer economically and environmentally sustainable freight transport services, but in the present intermodal transport system the economic benefits can only be realised for a minor share of the transport market, and the environmental benefits on a global and regional level are achieved at the expense of higher local impacts. Implications: This article has developed principles of sustainable freight transport and identified the critical issues regarding the sustainability potential of intermodal transport. Further research on implementing innovations in rail transport and on pre- and post haulage in urban areas is needed. What is original/value of paper: This paper presents a holistic definition of sustainable freight transport based on sustainable development principles. The definition is intended to be useful for analysing other transport systems.
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7.
  • Bergqvist, Rickard, 1979, et al. (creator_code:aut_t)
  • Assessing the Effects of Longer Vehicles: The Case of Pre- and Post-haulage in Intermodal Transport Chains
  • 2011
  • record:In_t: Transport Reviews. - : Informa UK Limited. - 0144-1647 .- 1464-5327. ; 31:5, s. 591-602
  • swepub:Mat_article_t (swepub:level_refereed_t)abstract
    • The demand for inland freight transport in Europe is mainly met by road transport, leading to unsustainable impacts such as air pollution, greenhouse gas emissions and congestion. Since rail transport has lower externalities than road transport, a modal shift from road to rail is an accepted policy goal for achieving a more sustainable and competitive transport system. However, intermodal road–rail transport is mainly competitive for long-distance transport, and as a consequence, the potential for modal shift is limited. The cost efficiency of road–rail intermodal transport is particularly sensitive to pre- and post-haulage (PPH) costs, since this activity typically has a larger cost compared with its share of the total distance in the transport chain. For intermodal transportation over shorter distances, for example, below 300 km and where there are substantial PPH activities at both ends of the chain, the competitiveness of the intermodal transport system compared with that of direct road is low. Improving the efficiency of PPH activities is, therefore, of utmost importance for the competitiveness of the intermodal transport system. This paper looks into the issue of improving the cost efficiency of an intermodal transport chain by implementing an innovative and flexible legal framework regarding the PPH activities in the chain. By extending the legal framework with exemptions for longer vehicles in PPH, the cost efficiency could be greatly improved. The purpose of such a framework is to allow and enable, for PPH exclusively, the use of 2 × 40 foot or even two semi-trailers using only one vehicle in the context of the Swedish regulatory framework. This paper develops a strategic calculation model for assessing and investigating the consequences of such a framework and investigates the framework's potential in terms of cost efficiency. The model in combination with a sensitivity analysis of input variables gives a comprehensive understanding of the effects of PPH under different circumstances. From the results, it is evident that there are substantial positive effects associated with a PPH framework of longer vehicles. Results indicate that a typical shipper may experience cost reductions of about 5–10% of the total costs of the intermodal transport chain. In summary, a more innovative and flexible legal framework regarding vehicle length in the PPH links can contribute to a greater modal shift, improved cost efficiency and more environmentally friendly transportation systems.
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8.
  • Behrends, Sönke, 1976, et al. (creator_code:aut_t)
  • The effect of transhipment costs on the performance of intermodal line-trains
  • 2012
  • record:In_t: Logistics Research. - : Springer Science and Business Media LLC. - 1865-035X .- 1865-0368. ; 4:3-4, s. 127-136
  • swepub:Mat_article_t (swepub:level_refereed_t)abstract
    • Intermodal line-trains with intermediate stops between start and end terminals are regularly advocated by intermodal transport researchers as a means to compete with all-road transport on small volumes and short distance markets. A prerequisite for line-trains are innovative transhipment technologies facilitating fast and efficient transhipments, which is likely to increase the terminal costs. The major implementation barrier of line-trains is the uncertainty regarding costs of these innovative terminals and their network benefits. The purpose of this article is to analyse the effect of terminal costs on the network performance of intermodal line-trains. The paper is based on a case study, which assesses the potential modal share for an intermodal line-train on a corridor in Sweden. The results confirm that in theory intermodal line-trains can provide competitive services on short and medium transport distances in case transhipment costs are kept low. Naturally, lower transhipment costs reduce the production costs, but of even greater importance is the ability to achieve higher load factors, which decreases the door-to-door transport costs per load-unit. This opens business opportunities for operators and cost saving potential for shippers in a market segment, which is dominated by road transport.
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9.
  • Behrends, Sönke, 1976 (creator_code:aut_t)
  • The urban context of intermodal road-rail transport - Threat or opportunity for modal shift?
  • 2012
  • record:In_t: Proocedings of the 7th International Conference on City Logistics, 7-9 June 2011, Mallorca, Spain. - : Elsevier BV. - 1877-0428. ; 39, s. 463-475
  • swepub:Mat_conferencepaper_t (swepub:level_refereed_t)abstract
    • Until recently, research did not pay much attention to the implications for intermodal road-rail transport (IRRT) arising from its urban context, and urban freight and IRRT are still handled as separate policy concerns. This paper examines the relationship between urban transport and IRRT with the goal of identifying possible actions on a local level to improve both the competitiveness and environmental benefits of rail freight. Based on a literature review of the stakeholders’ perspectives on urban freight transport, a framework for sustainable urban freight transport is developed and applied on IRRT. The results show that the urban context is a threat for further growth of rail freight since an increasing transport demand faces capacity constraints in urban areas. Local authorities can play a key role in enabling the required public-private cooperation on a local and regional level by involving all stakeholders in the strategic land-use and transport planning processes.
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10.
  • Behrends, Sönke, 1976 (creator_code:aut_t)
  • Urban freight transport sustainability – Towards a strategic framework
  • 2012
  • record:In_t: Nofoma 2012 - Proceedings of the 24th annual nordic logistics research network conference. ; , s. 40-56
  • swepub:Mat_conferencepaper_t (swepub:level_refereed_t)abstract
    • Purpose of this paper:The purpose of this paper is to contribute to the development of a strategic framework for sustainable urban freight transport that provides an understanding of the constitutional principles underpinning the functioning of urban freight transport and by this ensures relevant aspects of sustainability are not missed in designing sustainable urban freight transport strategies. Design/methodology/approach:In a deductive approach a descriptive model for sustainable freight transport is developed, which is based on the Framework for Strategic Sustainable Development (FSSD)Findings:The descriptive model shows the relations between the urban stakeholders and how an integrated planning contributes to a reduced environmental impact, better transport network effectiveness and logistics performance.Research implicationsThe descriptive model can be a reference point for future theory development and empirical research on sustainable urban freight transport.Practical implications:The descriptive model can help authorities to better understand the nature of freight movements and their impacts, and by this facilitates the coordination of individual actions strengthening the effectiveness of sustainable freight transport strategies.What is original/value of paper:The definition of sustainable freight transport based on principles contributes to a more holistic understanding of sustainable development, which is still mostly one-dimensional focusing only on the environmental dimension.
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