Rickard Bergqvist

Establishing intermodal terminals

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, Falkoping/Skaraborg and Nassjo/Jonkoping, 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.

Assessing the Effects of Longer Vehicles: The Case of Pre- and Post-haulage in Intermodal Transport Chains

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 frameworks 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.

Evaluating road-rail intermodal transport services - a heuristic approach

The aim of this paper is to develop an approach for evaluating intermodal transport solutions based on a road–rail interconnection that incorporates mathematical and heuristic procedures and with regard to data collection challenges and difficulties. The approach is dedicated to the design of a road–rail intermodal transport system taking into consideration goods flow opportunities and requirements. The approach incorporates a model that focuses on evaluating road–rail intermodal transport services that maximises the attraction of goods flows within a particular frame of restrictions. As a result, it can help identify potential relations and routes for road–rail intermodal transport services by evaluating the potential outcome of alternative solutions. Empirical research shows that there are substantial savings to be made by designing road–rail intermodal transport solutions in a systematic way with regard to opportunities and requirements by shippers and the structure of goods flows.

Evaluating Locations for Intermodal Transport Terminals

Abstract The choice of location for an intermodal transport terminal is an important component in a regional logistics system and a paramount decision for the investor as well as the community affected. The investor needs a realistic estimation of traffic potentials and incorporated cost-estimates of a location, since it serves as an important input to the investment decision process. Policy makers need instruments and tools to analyse the effect of intermodal terminals on the surrounding environment, which also enables a comparison between several possible locations in order to ensure sustainability and long-term competitiveness. The model in this paper allows a comparative evaluation of a set of possible intermodal terminal locations based on considerations by relevant actors. Furthermore, it presents a process of retrieving data and effectively communicating results. Considerations and interests of stakeholders are incorporated into the approach by means of evaluative criteria. The approach aims at facilitating the planning process of regional logistics systems in general and the evaluation process of intermodal terminal locations in particular by considering both public and private interests focusing on economic and environmental aspects.

Realizing Logistics Opportunities in a Public–Private Collaborative Setting: The Story of Skaraborg

Abstract This paper gives insight into a process of regional logistics collaboration as it progressed in the peripheral region of Skaraborg, western Sweden, between 2000 and 2007. The region underwent a transformation in the way public and private actors collaborate in logistics. The focus of the collaboration was to develop the logistics competitiveness in the region, mainly through the establishment of an intermodal terminal for rail and road transport. By means of action‐based research, the paper accounts for some interesting course of events and tries to identify some important aspects of regional logistics collaboration. Empirical observations in relation to existing theory are the platform for theoretical reflection and some proposed theoretical modifications and extensions concerning regional logistics collaboration.

The role of contracts in achieving effective governance of intermodal terminals

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.

The Development of Hinterland Transport by Rail - The Story of Scandinavia and the Port of Gothenburg

This article analyses the phenomenon of hinterland transport by rail and the remarkable journey that has taken place during the last ten years in Europe, especially in Scandinavia. Furthermore, it includes a brief examination of how current trends affect the role and development of rail for hinterland transport. In fact, particularly in Scandinavia, most of the potential market for hinterland transport of maritime containers is already realised. Nevertheless, stakeholders face new challenges as a result of the current financial crisis and global recession. As a result, transport systems, such as the Scandinavian rail shuttle system, now show modest growth figures in comparison to the 15 to 20 percent of annual growth over the last ten years. Ultimately, rail shuttle services and dry ports will still play an important future role in ensuring competitive and sustainable logistics systems assuming that these companies are able to cope with the imminent challenges.

Using a “virtual joint venture” to facilitate the adoption of intermodal transport

Purpose – This paper aims to examine a strategic alliance between a large shipper and a freight forwarder to provide an intermodal service to and from the port of Gothenburg. The supply chain literature discusses various models of supply chain collaboration and integration. When applied to logistics, each has been shown to exhibit different levels of success depending on particular factors. Design/methodology/approach – The methodology is a single in-depth case paper based on action research, interviews and document analysis. Findings – According to this innovative model, a new entity is not set up but an open-book basis is established, long-term contracts with other parties are signed, risks and profits are shared and the shipper makes several investments specific to the service. Thus, the benefits of a joint venture are obtained without needing to establish a new organisation, thereby sacrificing flexibility and independence. Research limitations/implications – A limitation of this study is that it is b...

Seaport strategies for pre-emptive defence of market share under changing hinterland transport system performance

Main deep sea ports that are market leaders in their regions will continuously defend their market shares. The most constructive way of defending market shares is to predict changes of important competitive factors in the markets and to react to factors representing threats by developing preemptive defence strategies. Two main competitive factors in the hinterland of main deep sea ports have been identified: the improving performance of road-rail intermodal transport systems and the development of new dedicated port hinterland transport systems, e.g., systems based on dry ports and direct rail shuttles. This paper analyses whether these two competitive factors in the focal port’s hinterland will represent future threats to the port’s market share of intercontinental container flows and derives effective pre-emptive strategies for the focal port’s defence of its market share in competition with other main deep sea ports.

Public/Private Collaboration in Logistics: An Exploratory Case Study

Traditionally, partnerships in logistics are created between actors in a supply chain. Occasionally, the scope of partnerships has expanded to include public/private partnerships in structures best described as networks. This article illustrates empirical results from exploratory case studies of regional logistics networks consisting of multisectoral participation, a phenomenon that is unfamiliar to the general practitioner of logistics. It illustrates capabilities developed by public and private actors in regional logistics networks and aspects of strategic processes. The results indicate that logistics capabilities generated in regional public/private partnerships contribute to the competitiveness of firms and improve public institutions′ planning and design processes. The diversity of strategic focus in the case of composition substantiates that strategic capabilities can be developed in many ways and at many layers in the logistics system. Collaborating in a multisectoral structure, however, puts great challenges on both public and private actors due to diversification of roles. The results shows that in order to develop logistics capabilities in a public/private context, the union between the development of strategic goals/objectives and the status of relationships between actors must be reciprocal in character through the elements of trust and affinity.