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- 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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- Bergqvist, Rickard, 1979, et al.
(author)
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Intermodal High Capacity Transport
- 2015
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In: Nationell konferens i transportforskning 2015. ; 21-22 oktober Karlstads universitet
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Conference paper (other academic/artistic)abstract
- Despite government policy goals to increase the modal share of intermodal transport and the use of various instruments such as operational subsidies, it still faces challenges gaining competitiveness against direct road transport. The biggest challenges for intermodal transport competitiveness are the extra handling costs and pre- and post-haulage costs. This paper investigates the potential for High Capacity Transport (HCT) related to the intermodal transport chain in general and to pre-and post-haulage in particular. Depending on the regulations of specific countries and regions, road hauliers are normally allowed to transport up to one 40ft container and in some circumstances a combination of one 40ft and one 20ft container is allowed (e.g. Sweden and 25.25m as maximum length of trucks). This paper analyses the potential for allowing the haulage of up to two 40 foot containers simultaneously when part of an intermodal transport chain. Data was collected from a demonstration project in Sweden involving the shipper Jula and the forwarder Schenker, where permission was obtained to use longer vehicles (IHCT) on an approved route to and from the nearest intermodal terminal, as part of an intermodal transport chain. Results indicate substantial positive effects associated with allowing longer vehicles for pre- and post-haulage. 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. These results suggest the potential for applying such a regulation in other countries facing similar difficulties. Key words: intermodal transport; combined transport; high capacity transport; pre- and post-haulage; modal shift; HCT; IHCT.
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- Bergqvist, Rickard, 1979, et al.
(author)
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Intermodal transport equipment
- 2017
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In: Intermodal Freight Transport and Logistics. - : Taylor & Francis Group. - 9781498785129 ; , s. 19-55
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Book chapter (peer-reviewed)
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- Bergqvist, Rickard, 1979, et al.
(author)
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Road distribution from the intermodal perspective
- 2017
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In: Intermodal Freight Transport and Logistics. - : CRC Press. ; , s. 95-108
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Book chapter (other academic/artistic)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.
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| 8. |
- Bergqvist, Rickard, 1979, et al.
(author)
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The last mile, inbound logistics, and intermodal high capacity transport -the case of Jula in Sweden
- 2016
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In: World Review of Intermodal Transportation Research. - 1749-4729 .- 1749-4737. ; 6:1, s. 74-92
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Journal article (peer-reviewed)abstract
- Some of the biggest challenges for intermodal transport competitiveness are the extra handling costs and pre- and post-haulage costs. This paper investigates the use of intermodal high capacity transport (IHCT) for the intermodal transport chain in general and to pre-and post-haulage in particular. The aim is not only to measure the cost reductions from using larger vehicles but to understand how better management of inbound flows through increased integration of logistics processes can increase the efficiency of the last mile. The paper analyses the haulage of two 40-foot containers simultaneously when part of an intermodal transport chain. Data were collected from a demonstration project in Sweden, where permission was obtained to use longer vehicles on an approved route to and from the nearest intermodal terminal. Results indicate substantial cost savings from using longer vehicles for pre- and post-haulage. In addition, the business model whereby the shipper purchased their own chassis and permission was obtained to access the terminal after hours for collecting pre-loaded chassis brought additional cost and planning benefits. The total cost saving was significant and potentially eliminates the cost deficit associated with the last mile.
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- Bergqvist, Rickard, 1979, et al.
(author)
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The role of contracts in achieving effective governance of intermodal terminals
- 2014
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In: World Review of Intermodal Transportation Research. - 1749-4729 .- 1749-4737. ; 5:1, s. 18-38
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Journal article (peer-reviewed)abstract
- Public sector actors often provide financial or planning support to intermodal terminal developments with the aim of achieving societal benefits through modal shift from road haulage to rail transport. Once operational, such terminals exhibit a variety of governance models with varying levels of power and responsibility shared between public and private actors. This paper reviews a selection of contracts between rail infrastructure owners, terminal owners, terminal operators and rail operators in order to determine the incentives, commitments and risks involved in specifying such responsibilities between actors. The two markets analysed are Sweden and the UK, with similar histories of liberalisation of rail operations. In the Swedish context, terminal infrastructure owners, usually public actors, want to act as landlords but continuously find themselves involved in daily operational and commercial situations. In the UK, long leases on token rents mean that few commitments or investments are required by private operators as long as they remain in use and allow open access. Policy implications are discussed and recommendations made for future research.
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- Gonzalez-Aregall, Marta, et al.
(author)
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A Global Review of the Hinterland Dimension of Green Port Strategies
- 2018
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In: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 59:March 2018, s. 23-34
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Journal article (peer-reviewed)abstract
- Despite a growing literature on strategies to reduce emissions and other externalities in shipping and ports, very little attention has been given to the port’s role in reducing negative externalities in its hinterland. This paper addresses this gap by reviewing ports across the globe to identify which ports have implemented measures to improve the environmental performance of hinterland transport. Results show that only 76 out of 365 ports examined are doing so. The measures applied are identified, related to different goals and their challenges discussed. The most common measures are found to be technology improvements, infrastructure development and monitoring programmes, and the most advanced ports in green hinterland strategies are Rotterdam, Los Angeles/Long Beach and Hamburg, although many ports that are world leaders in green port strategies have not implemented measures in the hinterland dimension. Different port groups are segmented according to their mix of goals and measures as a foundation for future research.
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