The development of combined transport is highly requiredby the European countries. The pressure, both administrativeand economic, is growing continuously for the use of railway asthe ecologically ...most suitable land carrier. Considering the protectionof roads, ecological, political and other reasons,Croatia will have to define her policy toward the "Piggyback"transport in transit (mainly through conidors X and Vb). No efficientintegration into the European system of combined transportcan be expected without the necessa1y stimulating measuresby the government and without a clearly defined transportpolicy.
While the operational realities of intermodal transport are relatively well known, the institutional challenges are less well understood. This book provides an overview of intermodal transport and ...logistics including the policy background, emerging industry trends and academic approaches. Establishing the three key features of intermodal transport geography as intermodal terminals, inland logistics and hinterland corridors, Jason Monios takes an institutional approach to understanding the difficulties of successful intermodal transport and logistics. Key areas of investigation include the policy and planning background, the roles of public and private stakeholders and the identification of emerging strategy conflicts. Substantial empirical content situates the theoretical and practical issues in real-world examples via three detailed case study chapters (covering the USA, UK and Europe), making the book useful to students as well as practitioners desiring an understanding of how intermodal transport and logistics work in practice. The identified challenges to intermodal transport and logistics are used to demonstrate how competing port and inland strategies can inhibit the necessary processes of integration required to underpin successful intermodal transport. The book concludes with a look at the future of institutional adaptation that may enhance the capacity of freight actors to engage with intermodal transport developments.
► Modal split between road and combined transport for non-liftable semi-trailers. ► Impact of state transport policies on modal shift is investigated. ► Subsidization of rail line hauling is the ...strongest lever for the modal shift. ► Promotion of combined transport has a stronger effect than discriminating against road.
The technological solutions for the horizontal transshipment of non-liftable semi-trailers allow the decision makers in the transport market to consider an additional transport alternative to road transportation in the mode choice decision: combined transport. This study explores the modal split between road freight transport and combined transport that is enabled by horizontal transshipment technologies, given a dependence on the changing transport mode characteristics that are caused by direct intervention through transport policies as well as by changing environmental factors such as increasing freight volume or diesel prices. In addition, the impact of the heterogeneous forwarders’ business models is considered. To estimate the modal split between the road and the combined transport, we combine a Bass model with a discrete choice model. Based on the data derived from an online questionnaire distributed to German forwarders, the model estimates a maximum 42% market penetration ratio for the combined transport. This ratio is captured with the help of the direct subsidization of rail line hauling, which is consequently the strongest lever for the modal shift. This lever is followed by the introduction of long trains, bringing a maximum market penetration of approximately 35%. We reveal that the policies that directly promote combined transport have a stronger effect on the modal shift than the policies that discriminate against road transport. Furthermore, we find that the leverage of the transport policies for the medium range distances is significantly higher than for the long distances. These results can be used as a decision support by government officials for the configuration of their specific transport policies as well as by logistics service providers to adjust their technology investment decisions based on the anticipated user demand in different situations.
This paper presents a methodology to evaluate rail-road freight policies such as new services and/or incentives for long- distance freight transport by using a mixed what-if/what-to approach. It uses ...a specific mode-service choice model to share the freight demand among alternatives (rail-road combined transport, maritime Ro-Ro and road transport) and a service network design model to identify new rail-road freight services. This methodology is designed to be easily integrated within a Decision Support System to allocate the freight transport policies. Finally, in order to show the applicability of the proposed approach, some application examples carried out to support Italian Ministry of Transport in the development of the new Italian National Transport Plan are presented.
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.
A modern world’s transportation system in the global economy shows a high level of complexity of networks and transport processes. The division between the stages of carriage by modes of transport is ...often blurred, and delivery process itself increasingly involved more than one of its mode. Therefore, there are many different concepts and definitions that attempt to capture what is changing and relates to the transport sector. With this article we try to systematize concepts operating in the field of multimodal transport and proposes a reasoned one, common definition of intermodal transport as such a concept, which is able to extend to all transport processes consist of at least two transport modes with supporting of unitized cargo.
Nowadays a significant part of the maritime containers with origin or destination in Switzerland are distributed by rail into private sidings. The containers are transhipped in intermodal terminals ...from the long-distance shuttle-trains or barges to flat wagons of SBB Cargo. The wagons are distributed within the national single wagonload (SWL) network to the final recipients’ sidings. The SwissSplit nowadays has some weaknesses, which reduce the competitiveness compared to the container distribution by truck: The terminal structure in Switzerland is very dispersed with a multitude of small terminals. The actual business model covers only the rail transport from the terminal to the destination siding, this causes inefficiencies in the overall distribution process. The conventional platform wagons used for the SwissSplit are quite old and have reached the end of their economic lifetime. Within the ViWaS project HaCon, SBB Cargo, Wascosa and ETH Zurich developed several approaches to improve the SwissSplit. In general a new business model covering the entire transport chain from the terminal to the siding and back to the container depot was developed, the SWL production schemes were improved and an optimized terminal network that eases the transfer of the wagons into the SWL network was introduced. A major part of the improvements was the development of a new type of flat wagon to improve the loading and unloading processes in the sidings. The wagon was tested within the SwissSplit-network of SBB Cargo. This paper describes the findings of the development and the feasibility tests of the new SwissSplit-Wagon and the overall feasibility of the improved SwissSplit.
The paper analyses the conditions for constructing a freight- transp01t centre in Kutilza with special emphasis on the positiveinfluences that such a project could have for the town ofKutina and the ...Moslavina region. The analysis of the locationhas shown that the conditions for its establishment have beenmet, provided that town administration determines the ways inwhich the project will be realised regarding the necesswy financialscheme.
This article gives an economic and organisational analysis of the intermodal transport se1vice by means of Ro-Ro vessels between Turkey and central Europe through the port of Trieste.Many traits of ...this service are innovative, at least in the Mediterranean.To mention but a few: the geographical area it connects,the rapid geo-political evolution, the independent managingof the maritime route by a cons01tium of road transport companies, the use of combined road/ rail transport to reachthe European market, the air transfer of drivers, the transformationto the structure of the companies, etc. This service offersindeed a valuable example- not only because of its supeliorlogisticalefficiency compared to the road or container ship options-for the future of transport between Europe (in particularcentral- eastern European count1ies) and the new markets inthe Levant, located behind the Eastern Mediterranean shores.
An attempt is made in this essay to explain the importanceof a new link around the Baltic Sea being constructed to thecore of Europe with a possible net of the Superspeed MaglevSystem Transrapid with ...a speed of 300 miles/hr.The geopolitics of Baltic Sea communication is to a greatextent based on the peripherial position of Europe's northeastemcountries. A Transrapid net around the Baltic Sea wouldlink these countries to the core of Europe. An imp01tant ingredientin the link are bridges and tunnels. The Oresund FixedLink with its fUnnel and bridge will be the first fiXed link betweenDenmark and the Scandinavian peninsula in hist01y andfully completed in the summer of 2000. A railway tunnel betweenElsinore (Denmark) and Helsingborg (Sweden) isneeded in the beginning of the 21st century as an additionallink. Other submarine tunnel projects of geopolitical importanceare the Fehmam Belt and Falster Belt !X.ed links betweenGe1many and Scandinavia as well as Nontiilje (Sweden) -Mariehamn (A land Islands) -Abo/Turkku (Finland) and Helsinki(Finland) - Tallinn (Estonia) tunnels.lmp01tant new possibilities exist for extending tunnel construction.The Symonds Group (an important London constructionand planning company) is working on prefab submalinetunnels. These are expected to be used across the St.George Channel between Dublin and Holyhead (about 90km). The tunnel technique has been used for the Oresund FixedLink and the Danish tunnel section of the link was completedin March 1999. Sweden, Finland, Poland, Estonia, Latvia,Lithuania and n01thwestem Russia would receive a structuralboost with substantial consequences with the new TransrapidNet and its submarine and bridge links.
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