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Träfflista för sökning "AMNE:(SOCIAL SCIENCES Business and economics) ;lar1:(cth);conttype:(scientificother);pers:(Behrends Sönke 1976)"

Sökning: AMNE:(SOCIAL SCIENCES Business and economics) > Chalmers tekniska högskola > Övrigt vetenskapligt > Behrends Sönke 1976

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1.
  • Behrends, Sönke, 1976-, et al. (författare)
  • Novel rail transport services
  • 2010
  • Rapport (övrigt vetenskapligt)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.
  • Woxenius, Johan, 1967-, et al. (författare)
  • Innovation drivers and barriers in intermodal freight transport
  • 2010
  • Ingår i: Logistics Research Network Annual Conference (LRN), Harrogate, 8-10 September.
  • Konferensbidrag (övrigt vetenskapligt)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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3.
  • Behrends, Sönke, 1976- (författare)
  • The modal shift potential of intermodal line-trains from a haulier’s perspective - Drivers and barriers in the mode choice process
  • 2011
  • Ingår i: NECTAR 2011 Conference, 18-20 May 2011, Antwerp.
  • Konferensbidrag (övrigt vetenskapligt)abstract
    • Intermodal line-trains operating in corridor network designs are regularly promoted a means for intermodal transport to compete on transport costs and time with all-road transport for distances shorter than 500km. The purpose of this paper is to identify existing drivers and barriers to the usage of time and cost competitive intermodal in the decision making process of road hauliers who in many cases make the modal choice, i.e. deciding whether to outsource long-distance haulage to rail as an alternative to producing road haulage itself. This paper addresses the complexity of the mode choice that is often stressed in mode choice literature but more seldom explained. It looks into the potential of using an intermodal line-train for the long-distance transport of consolidated cargo between a forwarder’s terminals. In a multiple case study, the operations of four hauliers contracted by two forwarders in Sweden for the long-distance transport on two domestic routes (Göteborg – Malmö and Örebro – Stockholm) are assessed. In semi-structured interviews with four hauliers and two forwarders the drivers and barriers in the mode choice process for a modal shift are analysed. The results indicate that consolidated cargo is generally suitable for intermodal transport, but for outsourcing the long-distance haulage to rail the road hauliers face significant obstacles. The main barriers are a vehicle fleet that is not adapted for rail transport as well as small transport volumes and time-intensive terminal access that do not allow efficient PPH. Hence, in the current industry structure the modal shift potential for consolidated cargo is limited. New business models may be needed to reach transport volumes that allow efficient PPH operations, which in turn may lead to reduced business for road hauliers.
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