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- Altuntas Vural, Ceren, et al.
(author)
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International container shipping through the Covid-19 pandemic - Disruptions from a Swedish perspective
- 2024
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Other publication (other academic/artistic)abstract
- At the onset of the pandemic in spring 2020, the Swedish shipping sector was first affected by border closures preventing passengers to use RoPax shipping and cruise ferries. There were some blank sailings but in general they kept operating to foster intra-European trade by trucks despite the missing revenues from passengers. Shipping in general was affected by port disruptions and complicated crew changes. Eventually, however, it was clear that the most dramatic disruptions on a global scale where experienced in the container segment. General media reported on delayed goods, high freight rates and, however not related to the pandemic, the Ever Given blocking the Suez Canal for a week in March 2021. Currently, there are few reports of supply chains and shipping suffering from disruptions and capacity constraints related to the pandemic. The peak in freight rates was rather replaced by depressed rates and there is a certain risk that some logisticians and supply chain managers regard the pandemic as a once-in-a-lifetime event and just want to get back to a previous behaviour seeing container shipping as a commodity with indefinite capacity at a reasonable price. Nevertheless, the war in Ukraine, the drought in the Panama Canal and the attacks by the Houthi rebels in the Red Sea create other problems for container shipping. Freight rates increase significantly, but from very low levels. The purpose of the report is to describe and analyse how international container shipping was affected by the Covid-19 pandemic and other disruptions. The analysis takes a Swedish perspective on disruptions and tries to go beyond the anecdotal reporting and capture what happened and why. Container shipping is put into a context of economy, consumption, world trade, supply chains and logistics. The pandemic and more current events affecting container shipping market are described together with how shipping lines responded. A series of interviews with Swedish actors revealed how they perceived the disruptions and what countermeasures the actors have applied to mitigate the effects, their organisational learning and how they prepare for future disruptions.
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| 3. |
- Bergqvist, David, et al.
(author)
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Secondary aortoenteric fistula after endovascular aortic interventions : a systematic literature review
- 2008
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In: Journal of Vascular and Interventional Radiology. - : Elsevier BV. - 1051-0443 .- 1535-7732. ; 19:2, s. 163-165
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Research review (peer-reviewed)abstract
- PURPOSE: To evaluate the collective incidence of, and experience with, aortoenteric fistula after endovascular aortoiliac therapy. MATERIALS AND METHODS: A systematic literature research was performed to identify cases of aortoenteric fistulation after aortic stent-graft procedures or stent implantation. RESULTS: The review revealed 16 cases of aortoenteric fistulation after aortic stent-grafting (n = 15) or stent placement (n = 1), in 14 patients with abdominal aortic aneurysm. Six had undergone endovascular aneurysm repair because of what was considered a "hostile abdomen." The symptoms did not differ from those in patients with arterioenteric fistulation after open aortic repair. A defect in the stent-graft or its function was the predominant cause of fistulation. One fistula was diagnosed at autopsy, two patients died perioperatively, and 13 survived with in situ repair or an axillobifemoral graft, all after removal of the stent-graft or stent. However, the follow-up time was short, longer than 1 year in only five of the 13 survivors. CONCLUSIONS: Aortoenteric fistulation does occur after endovascular implantation of stents and stent-grafts. The incidence is unknown but is probably low. Follow-up time in most publications was less than 1 year, which is considered short to assess potential graft infection.
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| 4. |
- Bergqvist, David, et al.
(author)
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Svårkontrollerad blödning vid kirurgi - praktiska åtgärder
- 2007
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In: Läkartidningen. - 0023-7205 .- 1652-7518. ; 104:6, s. 407-411
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Journal article (peer-reviewed)abstract
- Difficult-to-control intraoperative bleeding--practical measures Bleeding with difficulties obtaining haemostasis can be a catastrophe. This paper summarizes a symposium with the above title. A short introduction gives the background of normal haemostasis as well as iatrogenic vascular injuries as reflected in the Swedish vascular registry (Swedvasc). Practical guidelines are given on how to manage situations of severe haemorrhage with the help of pharmacological substances, local haemostatics, endovascular methodology and open surgery.
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| 7. |
- Bergqvist, Rickard, 1979, et al.
(author)
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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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In: Transport Reviews. - : Informa UK Limited. - 0144-1647 .- 1464-5327. ; 31:5, s. 591-602
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Journal article (peer-reviewed)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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| 8. |
- Bergqvist, Rickard, 1979
(author)
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Developing Large-Scale Dry Ports - The Case of Arriyadh
- 2013
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In: Journal of Transportation Technologies. - : Scientific Research Publishing, Inc.. - 2160-0473 .- 2160-0481. ; 3:3, s. 1-9
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Journal article (peer-reviewed)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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| 10. |
- Bergqvist, Rickard, 1979, et al.
(author)
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Drivers for migration of an intermodal network hub from a port to an inland terminal
- 2021
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In: Journal of Transport Geography. - : Elsevier BV. - 0966-6923. ; 91
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Journal article (peer-reviewed)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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