| 1. |
|
|
| 2. |
- Almotairi, Badi, 1970, et al.
(författare)
-
Information Flows Supporting Hinterland Transport: Applications in Sweden
- 2010
-
Ingår i: Dryport Conference, Edinburgh, 21-22 October.
-
Konferensbidrag (refereegranskat)abstract
- This article analyses how information and communication technology (ICT) is used to support hinterland transport of maritime containers. The focus is on how information is conveyed between actors using an ICT facility structure and how integrative information is used by different partners’ information systems for making the different transport operations more efficient and enabling an improved service offer. The analysis includes identification of the actor network and the management components in line with supply chain management (SCM) perspectives. To support this analysis a conceptual model showing the relationship between the integrative information and integrative technology was constructed and related to business process and an ICT maturity model found in the literature. Interviews have been conducted with actors involved in Swedish hinterland rail transport. The information flows have been mapped and the analysis shows that the current level of integration and ICT maturity is fairly low, but that several actors currently are modernising their systems. Their main motivation is to reduce the administrative tasks, rather than achieving a supply chain integration. The article shows that a proper handling of the information flow opens up for new business models and can make existing models more efficient. The ICT system must support the proper integration of the ocean, seaport and hinterland parts of the transport chain as well as auxiliary services.
|
|
| 3. |
- Almotairi, Badi, 1970, et al.
(författare)
-
Information flows supporting hinterland transportation by rail: Applications in Sweden
- 2011
-
Ingår i: Research in Transportation Economics. - : Elsevier BV. - 0739-8859. ; 33:1, s. 15-24
-
Tidskriftsartikel (refereegranskat)abstract
- This article analyses how information and communication technology (ICT) is used to support the hinterland transport of maritime containers. It focuses on the way information is conveyed between actors using an ICT facility structure, and how integrative information is used by different partners’ information systems to make different transport operations more efficient and to offer improved service. The analysis includes the identification of the actor network and the management components in line with supply chain management perspectives. To support this analysis, a conceptual model showing the relationship between integrative information and integrative technology was constructed and related to business processes and an ICT maturity model found in the literature. Interviews were conducted with actors involved in Swedish hinterland rail transport. The information flows were mapped and the analysis shows that while the current level of integration and ICT maturity is fairly low, several actors are currently modernising their systems. Their main motivation is to reduce the administrative task load, and at the same time achieve better supply chain integration. The actors are focused on their own tasks and do not see the advantages of advanced integration of the information flows. The risk is identified that the IT level is increasing faster than business integration processes between the companies, which might lead to inefficiencies.
|
|
| 4. |
- Awais, Fawad, et al.
(författare)
-
Biofuels
- 2013
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- WP1 Report, Sustainable Intermodal Supply Systems for Biofuel and Bulk Freight
|
|
| 5. |
- Behrends, Sönke, 1976, et al.
(författare)
-
Novel rail transport services : Deliverable D12
- 2010
-
Rapport (övrigt vetenskapligt/konstnärligt)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.
|
|
| 6. |
- Behrends, Sönke, 1976, et al.
(författare)
-
Novel rail transport services
- 2010
-
Rapport (övrigt vetenskapligt/konstnärligt)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.
|
|
| 7. |
- Behrends, Sönke, 1976, et al.
(författare)
-
The effect of fast transhipment technology on the potential for intermodal freight transport
- 2010
-
Ingår i: Selected proceedings of the 12th World Conference on Transport Research Society. - 9789899698611
-
Konferensbidrag (refereegranskat)abstract
- Traditionally, intermodal transport has a medium to high market share for large flows over long distances while the short and medium distances (less than 500km) mainly remain a domain of the road transport sector. In order to allow intermodal transport to compete in the medium distance and high quality market segment, alternative network operations that allow for an intensification of rail services and expansion of geographical coverage are needed. Intermodal liner trains that operate in corridor network designs 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. Innovative transhipment technologies facilitating fast and efficient transhipments are a necessity for intermodal liner trains since the conventional terminals are not appropriate for intermediate terminals where freight volumes are low and train dwelling times need to be short. The purpose of this paper is to analyse the transhipment unit cost’s effect on the modal shift potential of intermodal liner trains based on fast and efficient transhipments. In a theoretical case study the cost and potential modal share for an intermodal liner train on a corridor in Sweden is analysed. The method is based on modelling a competitive situation between traditional road transport and intermodal road-rail transport. The results confirm that in theory intermodal liner trains can provide competitive services on short and medium transport distances in case transhipment costs are kept low. Fast and efficient transhipment technologies can open business opportunities for operators and cost savings potential for shippers in a market segment which is dominated by road transport.
|
|
| 8. |
- Behrends, Sönke, 1976, et al.
(författare)
-
The effect of transhipment costs on the performance of intermodal line-trains
- 2012
-
Ingår i: Logistics Research. - : Springer Science and Business Media LLC. - 1865-035X .- 1865-0368. ; 4:3-4, s. 127-136
-
Tidskriftsartikel (refereegranskat)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.
|
|
| 9. |
- Bergqvist, Rickard, 1979, et al.
(författare)
-
Intermodal road-rail transport in Sweden - on the path to sustainability
- 2010
-
Ingår i: The 12th WCTR Proceedings.
-
Konferensbidrag (refereegranskat)abstract
- Intermodal road-rail freight transport has long been seen as playing a key role in reducing CO2 emissions from freight transport. The reduction of CO2 emission is of great importance to reduce the greenhouse effect and create a sustainable society. However, the full potential of intermodal transport for CO2 reduction remains to be determined. At first glance, the intermodal transport market has showed modest growth compared to other modes of transport, such as direct road. However, there are segments of the intermodal market, in particular in the road-rail segment that has shown significant growth during the last decade. This article looks at the potential for intermodal road-rail transport and describes the remarkable journey that has taken place in the hinterland road-rail segment, especially in Scandinavia. Furthermore, it includes a brief examination of how current trends affect the role and development of intermodal road-rail transport. Stakeholders currently face new challenges as a result of the current financial crisis and global recession, however, this article identifies a significant long-term potential for modal shift related to the competitiveness of the road-rail intermodal transport segment. This article also outlines the trends that are likely to realise the identified potential for modal shift and the road-rail intermodal market in Scandinavia. Based on previous research, a study has been conducted in Sweden on the potential reduction of CO2 from intermodal transport. The potential of intermodal freight transport has been determined, the associated of CO2 reduction estimated and the potential effect of future trends in the industry has been examined. Modelling has been performed using the Heuristics Intermodal Transport Model, HIT-model, on the national Swedish transport system and detailed modelling for the rail shuttles system of Dry Ports in Sweden. To elaborate on the potential identified, the Swedish segment of hinterland road-rail transport and Dry Ports are examined in more detail, as well as future trends and challenges related to intermodal transport. The current intermodal transport system in Sweden (including port related shuttles) has a 4% market share (4.1 billion tonnekm) and, thus, results in a reduction of 160 000 tonnes CO2 annually compared to if all-road transport had been used. The segment of port related hinterland road-rail transport constitutes about 25% of that CO2 reduction. The identified theoretical potentials for intermodal road-rail freight transport and modal shift is up to 50% of the long-haul transport or 1.6 million tones CO2 using current technology. The Swedish segment of hinterland road-rail transport could constitute a large part of that potential as strategic scenarios indicate possible emission reductions of up to 500 000 tonnes of CO2 within a foreseeable future. In sum, modal shift using current technology have a great potential for decreasing CO2 emissions. The growing segment of hinterland road-rail transport will most probably constitute an important role in achieving this potential. With the help of alternative rail engines, handling equipment, changed operating philosophy, new load unit types, etc. the emission reduction potential may be even greater.
|
|
| 10. |
- Bärthel, Fredrik, 1976, et al.
(författare)
-
State of the art MINT Model and decision support system for evaluation of intermodal terminal networks
- 2011
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The aim of the report is provide a state-of-the-art description of the current design of intermodal terminals and intermodal transport systems, i.e. to describe the dominating design of the system including its functions. The knowledge how to produce intermodal transport and to operate terminals is not only tacit knowledge within the Intermodal operators, but has also been transferred and further developed by Universities, Research Institutes and Consultancies. The latter organisations have developed models and decision support systems for evaluation of intermodal terminal and terminal networks. There are a large number of research publications and reports in this field, but there are also a large number of models and support systems developed in-house. Hence, the aim of this report is a state-of-the-art description and analysis of: What are dominating intermodal transport design for road-rail transport in the MINT corridor? What actors are involved, what activities are performed and what resources are used? What is the dominating design of intermodal terminals? What external and internal factors affect the intermodal cost-quality-ratio and its competitive situation related to unimodal road transport? What organisations use models and decision support systems developed or adapted to intermodal conditions? What models are used by these organisations and for what purpose? What parts in the intermodal systems might be evaluated with these models? What model and decision support systems competing with the MINT models (HIT, EvaRail, SimCont, TermCost and SimNet) or the combined MINT model system can be found in the R&D literature? What is the aim, scope, opportunities and limitations with the identified models or model systems?
|
|
