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Regional logistics collaboration and road-rail intermodality

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

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Regional logistics collaboration and road-rail intermodality

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  1. 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 +46 31 786 5241 (+46 730 290087) • Fax     +46 31 786 5244 • E-mail: rickard.bergqvist@handels.gu.se • http://www.handels.gu.se/fek/logistikgruppen/

  2. 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

  3. 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

  4. 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 The potential of regional logistics collaboration by means of road-rail intermodality, at present and in the future! Källa: SIKA (2007), Bantrafik 2005

  5. Maritime SECTOR • Containerisation • International trade • 5-11 % of annual growth Growth potential!

  6. 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), >250 Avgångar per vecka, >1000 TEU/dag (http://www.ersrail.com)

  7. Rail Shuttle system (Port of Göteborg) Number of Actors Number of operators New shuttles Annual Growth Marketshare

  8. Cost-efficiency • Present system of containerized rail shuttle services connected to port of Göteborg

  9. 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

  10. 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:

  11. 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)

  12. Future development • DryPort funtions • Documentation, Storage, Inspection, safety • More profitable rail shuttles over short distances (e.g. >50 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

  13. 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

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