Regional logistics collaboration and road-rail intermodality

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Regional logistics collaboration and road-rail
intermodality

• Rickard Bergqvist, Ph.D., Assistant Professor
• Logistics and Transport Research Group,
  Department of Business Administration
• School of Business, Economics and Law, Gothenburg
  University
• P.O. Box 610
• SE 405 30 Göteborg, Sweden
• Phone [phone] (46 730 290087)
• Fax     [phone]
• E-mail rickard.bergqvist_at_handels.gu.se
• http//www.handels.gu.se/fek/logistikgruppen/

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Rail transport in EU

• Traditionally relatively weak growth
• About 15 of all inland freight transports

Percentage share of each mode of transport in
total inland transport expressed in
tonne-kilometres (tkm). Source EUROSTAT 2006
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Combined transport in EU

• About 5 of all freight transport
• Weak growth

INTERMODAL TRAFFIC OF THE RAILWAYS OF THE EU (15
NORWAY AND SWITZERLAND) (IN MILLIONS OF
TONNES). SOURCE Debrie Gouvernal 2006
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• TRENDS
• Increased international trade
• Outsourcing
• Bigger and more effective sea vessels
• Increased containerisation
• Harmonisation of rail infrastructure
• Privatisation of rail markets
• Congestion on roads
• Environmental impact
• (internalisation of external costs)

TRENDS
Källa SIKA (2007), Bantrafik 2005

• The potential of regional logistics collaboration
  by means of road-rail intermodality,
• at present and in the future!

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Maritime SECTOR

• Containerisation
• International trade
• 5-11 of annual growth

Growth potential!
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Rail Shuttles

• DryPorts
• Rotterdam, Hamburg, Le Havre, Marseille, Port of
  Göteborg
• Operators
• Maritime Shipping lines and ports/terminal
  operators
• Traction providers
• Regional centralisation and traffic concentration
  to principal gateways

Maersk Line (ERS), gt250 Avgångar per vecka, gt1000
TEU/dag (http//www.ersrail.com)
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Rail Shuttle system (Port of Göteborg)
Number of Actors
Number of operators
New shuttles
Annual Growth
Marketshare
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Cost-efficiency

• Present system of containerized rail shuttle
  services connected to port of Göteborg

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Cost-efficiency-In the future

• Scenario

S3.1 10 increase in profitability compared to
direct road 10 annual growth on existing rail
shuttles 6 new rail shuttles annually S3.2 10
increase in profitability compared to direct
road 10 annual growth on existing rail
shuttles 4 new rail shuttles annually S2 5
increase in profitability compared to direct
road 10 annual growth on existing rail
shuttles 4 new rail shuttles annually S4.1 15
increase in profitability compared to direct
road 10 annual growth on existing rail
shuttles 2 new rail shuttles annually S3.3 10
increase in profitability compared to direct
road 10 annual growth on existing rail
shuttles 2 new rail shuttles annually S1 0
increase in profitability compared to direct
road 5 annual growth on existing rail
shuttles 2 new rail shuttles annually
Socio-economic costs savings
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Environmental Performance

• Currently in the EU more than 20 of greenhouse
  gas emissions (CO2) comes from the transport
  sector (Source Eurostat)
• Road transport accounts for more than 90 of
  greenhouse gas emissions (CO2) in EU (Source
  Eurostat)
• Environmental performance of the present system
  of rail shuttle services connected to port of
  Göteborg

Annual decrease in emissions compared to direct
road
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Environmental Performance- In the future

• 0,3-0,7 decrease of Sweden's total CO2 emissions
• Based on EU goal to decrease by 20 compared to
  1990 level this would achieve one twentieth of
  the goal for Sweden

CO2 reductions (ton)
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Future development

• DryPort funtions
• Documentation, Storage, Inspection, safety
• More profitable rail shuttles over short
  distances (e.g. gt50 km)
• New actors and roles hauliers, municipalities,
  ports becomes terminal operators and intermodal
  players
• Trailers to join the development of rail shuttles
• Traffic concentration and density of terminals
  (Competition and/or Complement), interregional
  flows and shuttles
• Rail shuttles will become an ever increasing
  competitive mean for Ports and regional logistics
  centres will become an important and powerful
  logistics actor in the future

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CONCLUSIONS

• Small and medium size road-rail terminals and
  rail shuttle services are important transport
  resources today and increasingly so in the future
  by the achievements in
• Cost-efficiency
• Environmental performance
• Quality
• Regional competitiveness and attractiveness!

• Risk assessment
• Lack of capacity!
• Rail infrastructure
• Principal Gateways (Port of Göteborg)
• Business model