Intermodal Transport Solutions Research Articles

Operational Coordination in Intermodal Hinterland Transport as Support for Managing Operational Disruptions – An Information Processing Perspective

Intermodal solutions, compared to the use of only road, in port hinterland transport involve numerous actors and activities that increase operational uncertainty. The purpose of this paper is to investigate the role of information, through an information processing perspective, for operational coordination in supporting operational disruption management in intermodal hinterland transport. A qualitative case study approach is adopted to obtain an in-depth understanding of operational coordination in a hinterland transport system. The results provide insights into how the actors use information processing for coordination to influence the mitigation of the impact from operational disruptions. The paper supports managers in improving disruption management by understand the processing of real-time information in the coordination for intermodal hinterland transport solutions. This paper provides input for operational disruptions using information for coordination on a day-to-day basis via an information processing perspective in contrast to the predominant coordination at a strategic level in the literature.

Container terminal potential hinterland delimitation in a multi-port system subject to a regionalization process

This paper presents a methodology for delimiting the potential hinterland of container terminals that consists in calculating the minimum generalised costs from load centers to different container terminals, using one of a set of possible intermodal or unimodal transportation solutions. Generalised costs include transportation costs, handling costs and transit time costs. The models of the transportation infrastructure network (roads, railway lines, ports, intermodal terminals) and of transportation and handling costs are described, including the definition of nonlinear unitary transportation costs. The methodology and models are implemented in a computer code and applied in a case study focused on the characterization of container terminal potential hinterlands across the western Iberian Peninsula. The results allow the identification of the main hinterland of different terminals in a multi-port system and the analysis of the effects of intermodal terminals in promoting a regionalization process, enabling the characterization of ‘island formations’. A hinterland contestability index is proposed and used to evaluate the degree of competition between container terminals.

Modeling transportation demand in short sea shipping

The objective of this study is to develop a generic model for evaluating the potential demand for short sea shipping (SSS) in a given route. This model can be used in feasibility studies for novel SSS services, when shipping companies evaluate the potential demand for the service, considering the amount of cargo carried between regions and the potential for modal shift from road to sea. A model of costs and transit time across the entire supply chain is developed for unimodal and intermodal transport solutions based on cargo ro-ro ships. The model includes decision-making criteria on the preferable transport solution. The model is applied to the route between Leixoes and Lisbon, for which the overall demand for cargo transport is obtained from statistical data relating to exports and imports split by NUTS 2 regions. The model produces the amounts of cargo that could potentially be carried annually through each transport solution, for different freight rates and ship speeds, and allowing the identification of NUTS 2 regions for which the SSS solution is competitive. A sensitivity analysis is carried out to assess the effects of changes in several model parameters on results.

MiF3 method: Modeling intermodal fluidity freight flows

Modern industrial systems have developed advanced supply systems going from just-in-time to just-in-sequence deliveries based on intermodal freight transport solutions. However, the increase of product variety, and multiple interfaces needed to deliver products have exposed them to vulnerability of variability. Thus, information on how fluid an intermodal freight transport solution is, becomes critical to private decision makers for knowing if supply chains are achieving their goals. Additionally, it is significant to public decision makers in determining if and where enhancements in infrastructure and/or in policy and regulations might improve economic development. Therefore, as a result of detailed analysis of the processes involved from a systems approach, this paper contributes to the body of knowledge by proposing a mathematical framework to model and forecast supply chain fluidity when using any intermodal freight transport combination. Its spatial and temporal flexibility lets expand the analysis to handle a wide range of intermodal paths. The proposed method contributes to demonstrate the key connection between improvements in supply chain performance and enhanced economic development. As a conclusion key issues for improving fluidity of intermodal freight flows are discussed, and future research is presented.

Cost, carbon emissions and modal shift in intermodal network design decisions

Intermodal transportation is often presented as an efficient solution for reducing carbon emissions without compromising economic growth. In this article, we present a new intermodal network design model in which both the terminal location and the allocation between direct truck transportation and intermodal transportation are optimized. This model allows for studying the dynamics of intermodal transportation solutions in the context of hinterland networks from a cost, carbon emissions and modal shift perspective. We show that maximizing the modal shift is harmful for both cost and carbon emissions and that there is a carbon optimal level of modal shift. We also show that even if transportation cost and carbon emissions share the same structure, these two objectives lead to different solutions and that the terminal is located closer to the port when optimizing cost and further away when optimizing carbon emissions. The model also allows for studying the tradeoff between distance and volume, the impact of using aggregated models for estimating train transportation cost and carbon emissions as well as the potential policy measures that enable aligning cost and carbon emissions.

IT Based Attempt to Evaluate and Promote Intermodal Transport Solutions in Central and Southeast Europe

The transport sector is one of the main emitters of greenhouse gas emissions. The awareness about this is increasing because of heightened environmental sensitivity among customers, politicians and the media. Studies dealing with sustainability in logistics have been inducted to show that companies around the world are keen to promote “green solutions” through the management of logistics. From now, it is difficult to gauge how far these efforts reflect true desire to help the environment as opposed to enhance public relations. The paper addresses an IT based attempt to evaluate and promote intermodal transport procedures in the corridor of Central and Southeast Europe. Through the assessment of the relative importance of intermodal transport nodes the described tool is a useful instrument to demonstrate the most important advantages for environmental friendly transport solutions. In combination with accessibility as well as network scenario attempts stakeholders have full information available when preparing several transport plans due to transparent strengths of rail and inland waterway transports.

Customer managed intermodal transport solutions: why, how, for whom?

The study investigates development of new intermodal transport solutions with specific focus on solutions where customers, the shippers, choose to develop and manage their own intermodal solutions instead of buying the transport service in the market. The purpose of the paper is to study the design aspects of customer managed intermodal transport system development to see what makes such systems competitive. Focus is on why shippers develop such solutions; how they solve fundamental performance problems; and what characterises such shippers. Shippers engage in development and management of intermodal solutions based on perceived weak signals about future threats and opportunities. Intermodal solutions are designed to meet cost, quality, and environmental requirements. Shippers engaging in development of such solutions have large and concentrated flows. Furthermore, they have strong environmental policies, and are highly dependent on efficient transport. Finally, they are major buyers in the transport market having previous experience in using rail/intermodal.

Competitiveness of High-Speed Rail

This research study had two main objectives: (a) to examine the potential of high-speed rail (HSR) to compete against other transport modes currently operating between Lisbon, Portugal, and Madrid, Spain, and (b) to analyze the capacity of intermodal solutions that incorporate HSR to compete with other transport modes when included in air transport systems. Thus, more than an evaluation of the competition capacity of HSR in point-to-point trips, this study assessed how attractive intermodal solutions were in trips to medium- and long-haul destinations. The analysis was based on discrete choice models calibrated with data collected through a web stated-preference survey. Furthermore, scenarios were used to explore the results obtained by the models. The results obtained suggest that high-speed trains will not only be able to compete with other modes in a point-to-point trip from Lisbon to Madrid but will also be part of an intermodal chain to destinations beyond. Within the business segment, the medium-haul market was found to set the limit of the attractiveness of intermodal transport solutions. Within the leisure segment, however, this limit might be extended to the long-haul market, depending on the pricing strategy. These conclusions were supported by the attractiveness of each transport mode.

South Africa's domestic intermodal imperative

An integrated alternative to road only or rail only transport does not exist in South Africa for domestic freight. This is in spite of the fact that national freight logistics costs are high, road infrastructure is challenged and concern for the environmental impact of road transport is increasing. These factors have renewed interest in intermodal transport solutions, which are the focus of this article. The question is whether a viable domestic intermodal solution can be found through segmenting freight flows and developing a business case based on these segments. The research confirms that this is possible and the segmentation and subsequent business case is presented. The results demonstrate that building three intermodal terminals to connect the three major industrial hubs – Gauteng, Durban and Cape Town – through an intermodal solution could reduce transport costs (including externalities) for the identified 22.9milliontons of intermodal freight flows on the Cape and the Natal corridors by 64% (including externalities).

Generalized Transport Costs in Intermodal Freight Transport

Intermodal transport solutions, implying non-road freight transport on the long-haul, can contribute to the advance of more energy efficient transportation systems. This paper presents a model for analyzing the generalized transport cost of an intermodal transport solution. We find that the required long-haul distance required to make intermodal transport preferable increases when (1) handling costs at terminals increases, (2) total transport distance increases, (3) pre- and posthaulage costs increase, (4) distance dependent marginal generalized costs for rail increases, (5) the distance dependent marginal generalized costs for truck decreases and (6) reduced resting costs for truck drivers. The model results are discussed in light of transport of fresh aquaculture products from Norway to Continental Europe.

Development Process of Intermodal Transport Solutions: The Case of Dedicated Solutions Based on Large Shippers’ Volumes

The objective of this paper is to create a process view of the development of intermodal transport solution from the basic idea to implementation. Special case of dedicated solutions based on large shippers’ volumes is chosen, where the shippers engage in the development process of the new solutions. Research is conducted using a qualitative approach: multiple case studies. Empirical data has been obtained through in-depth semi-structured interviews with relevant respondents involved in the development projects. Shippers’ perspective on the development process is studied. Development process can be described through a generic four-stage process: Initiation, Planning, Implementation, and Further Development. Different actors and different resources are required at the different stages. The complex process of establishing new intermodal solutions has lacked attention in the intermodal research. Understanding and improving the development process of new intermodal solutions is considered to have an important effect on the viability of intermodal transport and can help to understand the barriers that prevent companies from switching to intermodal. Development process of new dedicated intermodal solutions is a gradual process of building up the transport solution in a continuous interaction between shippers and transport service providers. Research has focused on the shipper perspective on inter-modal transport, showing that switching to an intermodal transport is not simply a mode choice issue, but involves a transition process that takes time, demands resources, cooperation/coordination between multiple parties, may require changes in the supply chain beyond the transport link, involves multiple actors, and involves an industry that is itself in a process of change.

Sustainable freight transport in South Africa:Domestic intermodal solutions

Due to the rapid deregulation of freight transport in South Africa two decades ago, and low historical investment in rail (with resultant poor service delivery), an integrated alternative to road and rail competition was never developed. High national freight logistics costs, significant road infrastructure challenges and environmental impact concerns of a road-dominated freight transport market have, however, fuelled renewed interest in intermodal transport solutions. In this article, a high-level business case for domestic intermodal solutions in South Africa is presented. The results demonstrate that building three intermodal terminals to connect the three major industrial hubs (i.e. Gauteng, Durban and Cape Town) through an intermodal solution could reduce transport costs (including externalities) for the identified 11.5 million tons of intermodalfriendly freight flows on the Cape and Natal corridors by 42% (including externalities).

Identification of key target markets for intermodal freight transport solutions in South Africa

The Accelerated and Shared Growth Initiative for South Africa (AsgiSA) identified South Africa's freight logistics challenges as among the key binding constraints on the country's growth aspirations. The research presented here points to the structural imbalance between road and rail freight transport as one of the key contributors to this state of affairs. Most long-distance corridor transport has been captured by road. However, long-distance transport is a market segment that is very suitable for intermodal transportation : rail is utilised for the high-density, long-distance component and road for the feeder and distribution services at the corridor end points. A market segmentation approach is developed to identify the corridors and industries that are natural candidates for such solutions, thereby paving the way for role-players and stakeholders to initiate a dialogue on the development of appropriate solutions.

Integration of Traffic Management and Traveller Information Systems: Basic Principles and Case Study in Intermodal Transport System Management

As they involve many interacting agents behaving in numerous ways that are extremely difficult to predict, urban transportation systems are complex in nature. The development of intermodal passenger transportation solutions to address the mobility issues constitutes a major thrust area of urban transport policies. But, to offer citizens comprehensive seamless mobility, intermodal transportation system management (ITSM) requires the integration of two major components. The traffic regulation support system, to help the operator responsible for the regulation tasks: coordination of timetables, synchronising arrival and departure times between the different transportation modes, and the traveller information system, giving customers access to information and using a comprehensive set of information tools. In this paper, a generic model of a transport management system, integrating these two components is proposed. This generic model is then used to elaborate a traffic regulation system in the case of a bimodal transportation system (tram-bus). The traffic regulation support system, based on the decision model of an operator, and the traveler information system are described.

Evaluating road–rail intermodal transport services – a heuristic approach

The aim of this paper is to develop an approach for evaluating intermodal transport solutions based on a road–rail interconnection that incorporates mathematical and heuristic procedures and with regard to data collection challenges and difficulties. The approach is dedicated to the design of a road–rail intermodal transport system taking into consideration goods flow opportunities and requirements. The approach incorporates a model that focuses on evaluating road–rail intermodal transport services that maximises the attraction of goods flows within a particular frame of restrictions. As a result, it can help identify potential relations and routes for road–rail intermodal transport services by evaluating the potential outcome of alternative solutions. Empirical research shows that there are substantial savings to be made by designing road–rail intermodal transport solutions in a systematic way with regard to opportunities and requirements by shippers and the structure of goods flows.

Geospatial Products and Techniques at the Center for Transportation Analysis

ABSTRACT This paper highlights geospatial science-related innovations and developments conducted by the Center for Transportation Analysis (CTA) at the Oak Ridge National Laboratory. CTA researchers have been developing integrated inter-modal transportation solutions through innovative and cost-effective research and development for many years. Specifically, this paper profiles CTA-developed Geographic Information System (GIS) products that are publicly available. Examples of these GIS-related products include: the CTA Transportation Networks; GeoFreight system; and the Web-based Multi-Modal Routing Analysis System. In addition, an application on assessment of railroad hazmat routing alternatives is also discussed.

The economics of Motorways of the Sea

The last several decades have witnessed very substantial public sector investment in roadway and railway infrastructure throughout the EU. The seaway has tended not to be supported to the same degree, possibly due to the mistaken assumption by policymakers that the seaway represents some kind of free highway, and is therefore not deserving of public subsidy in the same way as roadways and railways. To a limited extent, the evolving EU Motorways of the Sea policy appears to recognize these distortions, and mechanisms are now being put in place to enable short sea shipping to develop further. Acceptance by the European Commission that short sea shipping offers the potential to hold back the dramatic growth in road freight transport throughout the EU reflects the fact that policy is now beginning to move more positively in favour of maritime intermodal transport solutions. Recent EU-funded research on the subject of Motorways of the Sea as well as increased EU grant aid reflects this shift and highlights the important role of the EU in this regard. Analysis of sea motorways in practice demonstrates the substantial modal shift that can be achieved by innovative carriers using advanced ship technology supported by appropriate policies, and/or due to specific environmental circumstances. However, there continues to be a mismatch whereby transport policy throughout Europe accepts the continued state financing of roadway and railway infrastructure but not seaway infrastructure. It is argued in this context that the seaway-equivalent infrastructure of roadways and railways is the deck of a ship. This argument is convincing for a number of reasons, not least because it is relatively easily demonstrated that the sea itself is anything but a free highway (if indeed it is a highway at all), whereas ports simply act as nodes, not as transport platforms. Acknowledgement of what actually comprises seaway infrastructure could have far reaching implications for the future attractiveness and competitiveness of maritime transport vis-à-vis subsidized land transport alternatives in Europe, and should result in more adequate policy mechanisms being introduced to help overcome market distortions and ensure a level playing field between sea and land transport.

European railway freight transportation and adaptation to demand decline

PurposeRailway freight transportation in Europe is in a state of change. The system has been freed from protection from the beginning of 2007 and market forces will start to act. Demand for, and the market share of, this form of transportation has been declining for decades. Therefore, there is a need to know more about the efficiency and productivity of this sector, in order to understand the nature and magnitude of potential restructuring changes. This paper aims to address this issue.Design/methodology/approachData envelopment analysis (DEA) is used to analyze different European countries throughout the longitudinal observation period of 1980 to 2003. Also partial productivity analysis is used to support DEA evaluation.FindingsBased on DEA results, it is found that those countries that were showing the highest efficiency levels in the 1980s, without exception, experienced an efficiency collapse in the 1990s. These include both former Eastern Bloc and West European countries. Based on partial productivity analysis, it is proposed that productivity of locomotives and railway tracks should be the primary target of productivity improvement in these formerly highly efficient countries. The efficiency analysis shows also that currently the most efficient railway freight transportation is located in the Baltic States, namely Estonia and Latvia. If one does not include data from Estonia and Latvia in the overall analysis, in a European context the only truly improving performance indicators are partial productivities of freight wagons, and staff.Research limitations/implicationsIn contrast to previous efficiency studies in this sector, railway freight transportation shows high differences between European countries; it is necessary to address further research in the efficiency and productivity area in this respect to identify ongoing structural change.Practical implicationsRestructuring in European railways is just taking its first steps, and a combination of downsizing and greater freight volumes is needed if this mode of transportation is going to prosper in the future, and take market share back from others. Restructuring within this sector will most probably result in increased internationalization, mergers and acquisitions, and intermodal transportation solutions. These all represent new avenues for research.Originality/valueThis article helps to advise clear remedies for European railways and suggests interesting avenues for further research.

Inter-modality In The Ports And Sustainability Of The EU Freight Transport

Over the past two decades, the intensive economic growth in the European Union (EU) has been accompanied by a strong increase in the freight transport volumes. Apart from the evident positive impact on competitiveness of the EU economy, the latter really questions sustainability of the EU transport industry, because of more and more expanding adverse transport externalities - sharply increased oil consumption, congestion, accidents and environmental pollution. Some of these externalities are due to subjective factors like inefficient use of resources and poor split amongst transport modes. Generally, it is feasible these factors would be corrected by various technical, market and regulatory means, In this connection, the potential, offered by the inter-modal transport chains with participation of waterborne transport for surmounting of these disadvantages, should be assessed carefully. However, switching of the freight transport demand to inter-modal transport solutions with participation of waterborne transport could be feasible only when the aggregate quality of the inter-modal transport service is higher than the aggregate quality, supplied by other transport alternatives. The key pre-condition for this suggestion is availability of fair rivalry amongst transport modes.