| 1. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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Assessing the Effects of Longer Vehicles: The Case of Pre- and Post-haulage in Intermodal Transport Chains
- 2011
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Ingår i: Transport Reviews. - : Informa UK Limited. - 0144-1647 .- 1464-5327. ; 31:5, s. 591-602
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Tidskriftsartikel (refereegranskat)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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| 2. |
- Bergqvist, Rickard, 1979
(författare)
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Developing Large-Scale Dry Ports - The Case of Arriyadh
- 2013
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Ingår i: Journal of Transportation Technologies. - : Scientific Research Publishing, Inc.. - 2160-0473 .- 2160-0481. ; 3:3, s. 1-9
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Tidskriftsartikel (refereegranskat)abstract
- The purpose of this paper is to explore the development process of a large scale dry port and to analyse what measures and actions are needed in order to support the decision making process and ensure an effective and efficient dry port that serves the City and the region's current and future needs. The purpose is explored in the context of Saudi Arabia and the city of Arriyadh. Key issues identified related to the dry port development are long term planning and cross-sector collaboration. The interconnection between the dry port and the overall transport system and aspects such as location of business, city logistics, road and rail infrastructure, local, regional and national regulations, etc. is strong. This puts challenge on the coordination and alignment of the different organizations, their strategies and objectives. In a complex situation, such as developing a dry port with many stakeholders, it is crucial that the roles of all actors are clearly defined. This is essential for utilizing the dry port as a regional tool for planning. In that regard, it is appropriate that the site location decision is clearly connected with an overall city freight vision and strategy.
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| 3. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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Drivers for migration of an intermodal network hub from a port to an inland terminal
- 2021
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Ingår i: Journal of Transport Geography. - : Elsevier BV. - 0966-6923. ; 91
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Tidskriftsartikel (refereegranskat)abstract
- This paper explores influences on a migration of hub status in an intermodal network from a port to an inland node by following the life cycle of an inland terminal development. The methodology is a longitudinal case study of the Swedish intermodal system over a period of 20 years, based on documentation, interviews and action research. We observe the changing roles of the Port of Gothenburg and the Falkoping terminal at different time periods. These changes are then discussed and influences identified for this migration and new centralisation inland. The longitudinal approach allows a life cycle perspective which reveals the importance of initial public infrastructure development and then the operational importance of integration between shipper and intermodal transport and terminal provision in controlling the network. The integration of the inland terminal in regional logistics strategies was also found to be important in attracting port flows to be transported via the inland hub to be containerised.
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| 4. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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Efficient Intermodal Pre and Post Haulage
- 2010
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Ingår i: Selected Proceedings of the 12th World Conference on Transport Research Society. - 9789899698611
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Konferensbidrag (refereegranskat)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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| 5. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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Establishing Intermodal Terminals
- 2008
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Ingår i: Nectar Logistics and Freight Cluster Meeting in Delft, 27-28 March 2008.
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Konferensbidrag (refereegranskat)
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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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| 10. |
- Bergqvist, Rickard, 1979, et al.
(författare)
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Green port dues: The case of hinterland transport
- 2012
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Ingår i: Research in Transportation Business & Management. - : Elsevier BV. - 2210-5395. ; 5, s. 85-91
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Tidskriftsartikel (refereegranskat)abstract
- As the economy becomes increasingly specialised and globalised, the importance of logistics also increases. For global transportation systems, seaports play a key role as transhipment hubs. As seaports incorporate and coordinate hinterland logistic activities within the activities of the port, the strategies they employ influence the decisions made by both local and global logistic service providers. From an environmental and social perspective, seaports are thus key actors in transportation systems, and many ports have also developed corporate social responsibility (CSR) strategies. This paper examines one such strategy – green port dues – and shows how the integration of hinterland logistics and ports opens the possibility for differentiated port dues to be used as a tool to internalise external cost in the transportation systems and ensure the effectiveness of hinterland transport.
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