| 1. |
- Bergqvist, Rickard, 1979, et al.
(författare)
-
Road distribution from the intermodal perspective
- 2017
-
Ingår i: Intermodal Freight Transport and Logistics. - : CRC Press. ; , s. 95-108
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- This chapter focuses on the relevance of road haulage from the intermodal perspective. It describes how distribution centres feed intermodal links and also new initiatives such as government policies to allow longer and heavier vehicles to perform the first and last mile. It also includes a discussion of urban distribution, its limitations in terms of intermodal transport, but its increasing importance due to concerns about emissions in urban areas. The chapter also highlights the challenges and requirements of integrating pre- and post-haulage (PPH) with intermodal transport for the trunk haul. It is important for shippers to be aware that the management of inbound logistics and PPH, in connection with intermodal transport, can achieve great benefit for the whole supply chain. Much supply chain and logistics literature has addressed the key requirements in supply chain and logistics collaboration, such as trust, and decision synchronisation, and some authors have found these techniques useful in relation to developing intermodal transport services.
|
|
| 2. |
|
|
| 3. |
- Bergqvist, Rickard, 1979, et al.
(författare)
-
Establishing intermodal terminals
- 2010
-
Ingår i: World Review of Intermodal Transportation Research. - 1749-4729 .- 1749-4737. ; 3:3, s. 285-302
-
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.
|
|
| 4. |
- Bergqvist, Rickard, 1979, et al.
(författare)
-
Etablering av kombiterminaler
- 2007
-
Rapport (övrigt vetenskapligt/konstnärligt)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.
|
|
| 5. |
- Bergqvist, Rickard, 1979, et al.
(författare)
-
Potential Solutions to Upstream Buyer Consolidation in the China-Europe Container Trades - An Exploratory Study
- 2016
-
Ingår i: 6th International Conference on Logistics, Informatics and Service Sciences (LISS), 24-27 July, 2016, Beijing.. - : IEEE.
-
Konferensbidrag (refereegranskat)abstract
- The Asia-Europe container trade is the most important trade in the world in terms of volumes transported (overtaking the Trans-Pacific trade in 2014). The typical structure of the supply chains associated with this trade is that containers are stuffed in China and the cargo is subsequently cross-docked at a major European logistics hub or closer to the customer, for further shipment to the final retailing point. This may be one of the reasons why short sea container shipping has only a limited market share of intra-European cargo flows, since once the cargo is unloaded from containers, it is more likely to be forwarded by land-based modes of transport. Paving the way for a greater proportion of cargo being cross-docked in China rather than Europe, may prove to be more cost-efficient and less environmentally damaging than the typical solution. This paper discusses the strengths and weaknesses of the typical solution and alternative solutions such as buyers’ consolidation and concludes that new alternative solutions are worth investigating further. The potential for shifting from the typical solution to new alternatives is dependent on the identification of key decision makers in the design of these supply chains. As such, a careful analysis of this must be undertaken and the capability of Logistics service providers (LSPs) in China assessed.
|
|
| 6. |
- Bergqvist, Rickard, 1979, et al.
(författare)
-
Upstream Buyer Consolidation and Downstream Short Sea Shipping in the Asia-Europe Sea Container Supply Chain – An Exploratory Study
- 2016
-
Ingår i: International Association of Maritime Economists Annual Conference, Hamburg, August 23-26, 2016.
-
Konferensbidrag (refereegranskat)abstract
- The Asia-Europe container trade is the most important trade in the world in terms of volumes transported (overtaking the Trans-Pacific trade in 2014). The typical structure of the supply chains associated with this trade is that containers are stuffed in China and the cargo is subsequently cross-docked at a major European logistics hub or closer to the customer, for further shipment to the final retailing point. This may be one of the reasons why short sea container shipping has only a limited market share of intra-European cargo flows, since once cargo is unloaded from containers, it is more likely to be forwarded by land-based modes of transport. Paving the way for a greater proportion of cargo being cross-docked in China rather than Europe, may prove to be more cost-efficient and less environmentally damaging than the typical solution. This paper discusses four main comparative differences between the typical solution and alternative solutions such as buyers’ consolidation and concludes that new alternative solutions are worth investigating further. The potential shift from the typical solution to new alternatives is dependent on the identification of key decision makers in the design of these supply chains and a careful analysis of bottlenecks and impediments that must be overcome to facilitate this shift.
|
|
| 7. |
- Bouchery, Yann, et al.
(författare)
-
Where to open maritime containers?: A decision model at the interface of maritime and urban logistics
- 2021
-
Ingår i: World Review of Intermodal Transportation Research. - 1749-4729 .- 1749-4737. ; 10:1, s. 6-29
-
Tidskriftsartikel (refereegranskat)abstract
- After an era of developing large-scale hinterland access for maritime containers by use of rail and inland waterways, research interest and practice has witnessed a slight shift towards port-centric logistics. The big question is where to open import containers and close and seal the ones for export goods. Is it better done in the port vicinity or should the maritime containers also be used for transport to and from the hinterland? In other words, where is the stuffing and stripping operations best located? Focusing on the import of goods loaded in maritime containers, this article provides a model for assessing the options of locating Distribution Centres (DCs) in the vicinity of the port or in the hinterland, or using a combination of the two. The model is illustrated by a case study of import through the Port of Gothenburg, Sweden, comparing a port-centric DC with a location in Falköping, 130 kms inland. Unless more than 85% of the shipments out of DCs are bound for Gothenburg and its vicinity, the assessment favours stripping the maritime containers in the DC in Falköping.
|
|
| 8. |
- Cullinane, Kevin, et al.
(författare)
-
Benchmarking the performance of Swedish Rail Freight Rolling Stock: A Conceptual Approach to Setting Tariffs using Data Envelopment Analysis
- 2015
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- There are many ways to improve the efficiency of a railway system. Many are inherently long-term and involve significant investment. This paper proposes the more immediate, simpler and cheaper approach of incentivising the use of better rolling stock through appropriate infrastructure charging and thereby reducing the number of problems arising and the costs imposed on other rail users, the infrastructure providers and society. It is posited that infrastructure charges should be differentiated to reflect differences in the performance of rolling stock and that this can be achieved purely and simply on the basis of technical and other characteristics. Utilising an existing database, the performance benchmarking of rolling stock is proposed as the basis for formulating and justifying a performance-based tariff structure. Data Envelopment Analysis (DEA) is the preferred method of analysis by which relative measures (in index form) of rolling stock performance can be derived and benchmark performance identified. The paper provides a theoretical conceptualisation of how this might be applied to rail freight rolling stock in order to develop a tariff structure for infrastructure charges which is functionally dependent upon the derived relative benchmark values of performance (quality). The proposed approach has several advantages: no supplementary data collection is required; once the strategic decision is taken as to the level of marginal (social) cost to be recouped, the setting of the tariff becomes deterministic and only needs to be periodically reviewed; following its introduction, the analysis required for reviewing tariffs is relatively straightforward; DEA output provides management with useful information on achieving improved performance; and the potential exists for applying this proposed approach to both passenger rolling stock and within a multinational context. The paper concludes that the proposed approach will greatly simplify the basis upon which infrastructure charges are levied on rail users, while maintaining the possibility of differentiating the tariff structure by specific train path, network link and/or capacity utilisation. It also reinforces the principle of marginal cost pricing. Ultimately, the implementation of this approach will support the objective to increase long-term robustness and reduce disruptions to railways.
|
|
| 9. |
|
|
| 10. |
- Roso, Violeta, 1970, et al.
(författare)
-
Sea Shuttle Concept in North-Eastern Europe
- 2015
-
Ingår i: MarIus. - 0332-7868. ; European Intermodal Sustainable Transport:459, s. 237-262
-
Tidskriftsartikel (refereegranskat)abstract
- Short sea shipping is an important part of regional transport networks in many parts of the world, and efficient container shipping is vital for trade and industry in Northern Europe. The purpose of this paper is to define a container shipping concept, the Short Sea Shuttle concept, and to analyse the conditions under which the concept is competitive in a north-eastern European setting. The Short Sea Shuttle concept resembles feeder shipping, but it requires a higher degree of functional inland connections and fixed and stable schedules as well as high reliability and departure frequency. As such, it contains features of dryport systems with rail shuttles. Workshops and interviews with industrial stakeholders have re-vealed that a high punctuality is particularly important as it allows the transfer of cargo to sea, which currently is transported by other modes.
|
|
