regional logistics collaboration and road-rail intermodality rickard bergqvist, ph.d., assistant...
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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
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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
7
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
S3.2 10% increase in profitability compared to direct road
10% annual growth on existing rail shuttles4 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 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