Download - Regional logistics collaboration and road-rail intermodality

REGIONAL LOGISTICS REGIONAL LOGISTICS COLLABORATION COLLABORATION AND ROAD-RAIL AND ROAD-RAIL INTERMODALITY INTERMODALITY Rickard Bergqvist, Ph.D., Assistant ProfessorLogistics and Transport Research Group, Department of Business

AdministrationSchool of Business, Economics and Law, Gothenburg UniversityP.O. Box 610SE 405 30 Göteborg, SwedenPhone +46 31 786 5241 (+46 730 290087)Fax +46 31 786 5244E-mail: [email protected]://www.handels.gu.se/fek/logistikgruppen/

RAIL TRANSPORT IN EURAIL 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

COMBINED TRANSPORT IN EUCOMBINED TRANSPORT IN EU

• About 5% of all freight transport• Weak growth

INTERMODAL TRAFFIC OF THE RAILWAYS OF THE EU (15 + NORWAY ANDSWITZERLAND) (IN MILLIONS OF TONNES). SOURCE: Debrie & Gouvernal 2006

The potential of regional logistics collaboration by means of road-rail intermodality,

at present and in the future!

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)

Källa: SIKA (2007), Bantrafik 2005

TRENDSTRENDS

MARITIME SECTORMARITIME SECTOR

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

growth

Growth potential!

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• 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

RAIL SHUTTLESRAIL SHUTTLES

6

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

RAIL SHUTTLE SYSTEM (PORT OF RAIL SHUTTLE SYSTEM (PORT OF GÖTEBORG)GÖTEBORG)

Number of Actors

Marketshare

New shuttles

Annual Growth

Number of operators

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COST-EFFICIENCYCOST-EFFICIENCY

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

Annual turnover

Business economic cost savings compared to direct road

Socio-economic cost savings compared to direct road Employment

543 709 649 kr 54 495 734 kr 70 844 454 kr 389

Part of the system Share (%)

Port of Göteborg 30%

Dryport (Terminals) 32%

Traindrivers 38%

Total 100%

COST-EFFICIENCYCOST-EFFICIENCY-IN THE FUTURE-IN THE FUTURE

Socio-economic costs savings

S3.1 10% increase in profitability compared to direct road

10% annual growth on existing rail shuttles 6 new rail shuttles annually


10% annual growth on existing rail shuttles4 new rail shuttles annually

S2 5% increase in profitability compared to direct road






S1 0% increase in profitability compared to direct road

5% annual growth on existing rail shuttles2 new rail shuttles annually

Scenario

ENVIRONMENTAL PERFORMANCEENVIRONMENTAL 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:

C02 (ton) NOx (kg) HC (kg) CO (kg) PM (kg) SO2 (kg)

-42 542 -322 970 -47 945 -40 673 -6 098 -2 628

Annual decrease in emissions compared to direct road:

ENVIRONMENTAL PERFORMANCEENVIRONMENTAL PERFORMANCE- IN THE FUTURE- 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)

FUTURE DEVELOPMENTFUTURE 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

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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-efficiencyEnvironmental performance

Quality

Regional competitiveness and attractiveness!

Risk assessmentLack of capacity!•Rail infrastructure

•Principal Gateways (Port of Göteborg)•Business model