| 1. |
- Andersson, Dan, 1966, et al.
(author)
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Trafikslagsövergripande databas för godstransporter
- 2005
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Reports (other academic/artistic)abstract
- Många anser att nuvarande statistikproduktionen inom godstransportområdet inte är tillräcklig för att tillgodose alla intressenters olika behov och en komplettering av den officiella statistiken har diskuterats under en låg tid. Syftet med denna förstudie är att identifiera myndigheters och transportbranschens databehov samt krav och önskemål avseende en gemensam godstransportdatabas. Dessutom skall den direkta eller indirekta påverkan från andra intressenter beaktas. Förstudien belyser också de sekretesskrav som påverkar uppbyggnaden av en databas.
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| 2. |
- Arnäs, Per-Olof, 1969, et al.
(author)
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Approach for handling heterogeneous goods in intermodal freight networks - revisited
- 2013
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In: 13th World Conference on Transport Research (WCTR), July 15-18, Rio de Janeiro.
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Conference paper (other academic/artistic)abstract
- At the 9th WCTR in Seoul, we outlined six approaches for coping with heterogeneous goods in freight networks and gave common real-world examples of Logistics Service Providers’ actions. This article is a follow-up that re-uses the conceptual framework created in 2001 to develop the theory further and to analyse how the approaches are used in real-world network operations in 2013. We have found indications that European transport of heterogeneous goods has become increasingly complex and certainly more complicated over the studied period, not least of all due to the growth in transport network size and scope. Some of the tricks used by Logistics Service Providers to cope with the heterogeneous goods are de-scribed, characterised, segmented, and analysed to arrive at relatively generalised knowledge. Finally, a case study shows how a Swedish Logistics Service Provider has changed its consolidation network to encompass logistically demanding pharmaceuticals in its general flow.
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| 3. |
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| 4. |
- Arvidsson, Niklas, 1979, et al.
(author)
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Options for increasing transport efficiency in urban freight distribution: do more with less
- 2009
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In: Logistics Research Network Annual Conference (LRN), Cardiff, 9-11 September.
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Conference paper (other academic/artistic)abstract
- This paper seeks to provide a set of structured measures for transport efficiency improvements from the perspective of the road haulier, particularly regarding improvements suitable for urban distribution and their effects, and stressing the need for the road hauliers to cooperate with other actors. The first part of the paper briefly recapitulates some of the literature within the area of transport efficiency. The second part presents potential transport efficiency improvements with respect to environmental and logistics impact. In the third section a summary of these efficiency measures is presented in a matrix, taking into account whether these measures can be seen as costs or benefits for the actors involved. The results show ambiguous and intricate relations with regards to costs and benefits for the actors in the system and could possibly explain some of the resistance to change within the freight industry. However, an increasing amount of transport operators are now offering more sustainable transport solutions, even at a lower price than ordinary deliveries, and this service might gain them a competi-tive advantage in the future.
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| 5. |
- Behrends, Sönke, 1976, et al.
(author)
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Novel rail transport services
- 2010
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Reports (other academic/artistic)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.
(author)
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Etablering av kombiterminaler
- 2007
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Reports (other academic/artistic)abstract
- Denna rapport är framtagen för Falköpings Kommun inom ramen för projektet SustAccess och behandlar processen att etablera kombiterminaler där lastbärare såsom ISO-containrar, semi-trailrar och växelflak lastas om mellan järnväg och landsväg. Den är en fortsättning och fördjupning av tidigare arbete inom SustAccess. Arbetet har finansierats av Europeiska Kommissionen genom programmet Interreg IIIB och av Västra Götalandsregionen och Falköpings Kommun samt av Banverket och Vägverket via FUD-centret Sir-C. Syftet med studien är att studera hur intermodala terminaler kan etableras. Särskilt belyses faktorer som påverkar huruvida etableringsprocessen är framgångsrik och den tid processen tar i anspråk. Den primära forskningsfrågan är således vilka faktorer som avgör hur lång tid ett etableringsprojekt tar. Tanken är att rapporten skall vara till hjälp för de aktörer som vill utveckla kombiterminaler. Utifrån teori om rationella val och tre fallstudier - Falköping, Jönköping och Nässjö – analyseras vilka faktorer som avgör hur lång tid en etableringsprocess tar i anspråk. De faktorer som identifierats är Lönsamhet, Finansiärer, Politisk entreprenör, Lokalisering Stor lokal transportköpare samt Banverket. Den första faktorn får nog bedömas som starkare än de andra. Det är förstås generellt så att investeringar som förväntas vara mycket lönsamma är enklare att driva igenom en beslutsprocess. Utifrån denna studie framgår det att en engagerad politisk entreprenör är vital för att etableringsprocessen skall framskrida, men de övriga faktorerna är svårare att rangordna.
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| 9. |
- Finnsgård, Christian, 1974, et al.
(author)
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Costs, not SECAs make RoRo steam slow
- 2017
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In: HANSA International Maritime Journal. - : HANSA. - 0017-7504. ; 154:1, s. 42-43
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Journal article (other academic/artistic)abstract
- The issue of speed is more complex for RoRo/RoPax vessels than other segments. A Swedish research team has addressed the preconditions for introducing slow steaming in Northern Europe and asked operators in Scandinavian waters how they prepared and have acted under SECA
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