The influences of behavioral biases, barriers and facilitators on the willingness of forwarders’ decision makers to modal shift from unimodal road freight transport to intermodal road–rail freight transport

2017 ◽  
Vol 87 (8) ◽  
pp. 1083-1123 ◽  
Author(s):  
Ralf Elbert ◽  
Lowis Seikowsky
Keyword(s):  
Freight Transport ◽  
Decision Makers ◽  
Barriers And Facilitators ◽  
Modal Shift ◽  
Rail Freight ◽  
Behavioral Biases ◽  
Road Freight

scholarly journals Possible Impact of Long and Heavy Vehicles in the United Kingdom—A Commodity Level Approach

2018 ◽  
Vol 10 (8) ◽  
pp. 2754
Author(s):  
Heikki Liimatainen ◽  
Phil Greening ◽  
Pratyush Dadhich ◽  
Anna Keyes
Keyword(s):  
United Kingdom ◽  
Co2 Emissions ◽  
Freight Transport ◽  
Traffic Volume ◽  
Heavy Vehicles ◽  
Transport Costs ◽  
Modal Shift ◽  
The United Kingdom ◽  
Road Freight ◽  
Transport Vehicle

The potential effects of implementing longer and heavier vehicles (LHVs) in road freight transport have been studied in various countries, nationally and internationally, in Europe. These studies have focused on the implementation of LHVs on certain types of commodities and the experience from countries like Finland and Sweden, which have a long tradition of using LHVs, and in which LHVs used for all types of commodities have not been widely utilised. This study aimed to assess the impacts of long and heavy vehicles on various commodities in the United Kingdom based on the Finnish experiences in order to estimate the possible savings in road freight transport vehicle kilometres, costs, and CO2 emissions in the United Kingdom if LHVs would be introduced and used similarly to in Finland in the transport of various commodities. The study shows that the savings of introducing longer and heavier vehicles in the United Kingdom would be 1.5–2.6 billion vehicle kms, £0.7–1.5 billion in transport costs, and 0.35–0.72 Mt in CO2 emissions. These findings are well in line with previous findings in other countries. The results confirm that considerable savings in traffic volume and emissions can be achieved and the savings are very likely to outweigh possible effects of modal shift from rail to road.

scholarly journals A heavy goods vehicle fleet forecast for South Africa

2018 ◽  
Vol 12 ◽  
Author(s):  
Jan H. Havenga ◽  
Phillippus P.T. Le Roux ◽  
Zane P. Simpson
Keyword(s):  
Freight Transport ◽  
Modal Shift ◽  
Long Distance ◽  
Forecast Period ◽  
Future Possibility ◽  
Road Freight ◽  
Vehicle Fleet ◽  
Road Corridors ◽  
The Impact ◽  
Country Specific

Purpose: To develop and apply a methodology to calculate the heavy goods vehicle fleet required to meet South Africa’s projected road freight transport demand within the context of total surface freight transport demand.Methodology: Total freight flows are projected through the gravity modelling of a geographically disaggregated input–output model. Three modal shift scenarios, defined over a 15-year forecast period, combined with road efficiency improvements, inform the heavy goods vehicle fleet for different vehicle types to serve the estimated future road freight transport demand.Findings: The largest portion of South Africa’s high and growing transport demand will remain on long-distance road corridors. The impact can be moderated through the concurrent introduction of domestic intermodal solutions, performance-based standards in road freight transport and improved vehicle utilisation. This presupposes the prioritisation of collaborative initiatives between government, freight owners and logistics service providers.Research limitations: (1) The impact of short-distance urban movements on fleet numbers is not included yet. (2) Seasonality, which negatively influences bi-directional flows, is not taken into account owing to the annual nature of the macroeconomic data. (3) The methodology can be applied to other countries; the input data are however country-specific and findings can therefore not be generalised. (4) The future possibility of a reduction in absolute transport demand through, for example, reshoring have not been modelled yet.Practical implications: Provides impetus for the implementation of domestic intermodal solutions and road freight performance-based standards to mitigate the impact of growing freight transport demand.Societal implications: More efficient freight transport solutions will reduce national logistics costs and freight-related externalities.Originality: Develops a methodology for forecasting the heavy goods vehicle fleet within the context of total freight transport to inform government policy and industry actions.

Preventing the Negative Effects of the Covid-19 Epidemic in International Freight Transport

2020 ◽  
Vol 14 (1) ◽  
pp. 5-13
Author(s):  
László Vida ◽  
Béla Illés ◽  
Ágota Bányai
Keyword(s):  
Supply Chains ◽  
Negative Impact ◽  
Freight Transport ◽  
Negative Effects ◽  
Rail Freight ◽  
Container Handling ◽  
Road Freight ◽  
Physical Internet ◽  
Sizeable Reduction ◽  
The Eu

Measures taken to handle the COVID-19 epidemic in the spring of 2020 have had a significant impact on European supply chains. In terms of freight transport, this has led to a decline and congestion in truck traffic due to different restrictions on the internal borders of the EU. As similar situations cannot be avoided in the future, it is worthy to form supply chains that are less affected by different epidemics. Similarly to the physical internet hubs, distribution hubs can be forward-looking, but only if it helps development of rail-road intermodal freight transport. The article describes the possibility of a rail-road freight transport system that allows the application of radically new solutions through a new container handling technology that can be used in the rail-road relationship. The extension of the idea at the EU level could result in a significant increase in the share of rail freight and a sizeable reduction of the negative impact of epidemics on the supply chains. Among other effects, the solution can have a significant impact on the IT development of rail freight transport. The solution can also have effect to the development of the network of rail-road intermodal trans-shipment points, their automation and ultimately the completion of Logistics 4.0.

scholarly journals The potential of high-speed rail freight in Europe: how is a modal shift from road to rail possible for low-density high value cargo?

2021 ◽  
Vol 13 (1) ◽  
Author(s):  
Mathias Boehm ◽  
Marlin Arnz ◽  
Joachim Winter
Keyword(s):  
High Speed ◽  
Freight Transport ◽  
Operating Speed ◽  
Low Density ◽  
Modal Shift ◽  
High Speed Rail ◽  
Rail Freight ◽  
Transport Chain ◽  
Wide Range ◽  
Mode Share

Abstract Purpose A fully electrified transport chain offers considerable potential for CO2 savings. In this paper, we examine the conditions necessary to introduce a fully electrified, large-scale, high-speed rail freight transport system in Europe in addition to high-speed passenger trains, aiming to shift goods transport from road to rail. We compare a novel high-speed rail freight concept with road-based lorry transport for low-density high value goods to estimate the potential for a modal shift from road to rail in 2030. Methods To characterize the impacts of different framework conditions, a simulation tool was designed as a discrete choice model, based on random utility theory, with integrated performance calculation assessing the full multimodal transport chain regarding costs, emissions and time. It was applied to a European reference scenario based on forecast data for freight traffic in 2030. Results We show that high-speed rail freight is about 70% more expensive than the conventional lorry but emits 80% less CO2 emissions for the baseline parameter setting. The expected mode share largely depends on the cargo’s value of time, while the implementation of a CO2-tax of 100 EUR/tCO2eq has an insignificant impact. The costs of handling goods and the infrastructure charges are highly influential variables. Conclusion High-speed rail track access charges are a suitable political instrument to create a level playing field between the transport modes and internalize external costs of freight transport. With the given access charge structure, a reduction of the maximum operating speed to 160 km/h has a positive impact on the expected mode share of rail transport while it still reacts positively to a wide range of the cargo’s time sensitivity (compared to a maximum operating speed of 350 km/h). The flexibility of rail freight’s operating speed is important for an effective implementation. Further research should concentrate on time- and cost-efficient transhipment terminals as they have a significant impact on transport performance.

scholarly journals How Will Digitalization Change Road Freight Transport? Scenarios Tested in Sweden

2020 ◽  
Vol 13 (1) ◽  
pp. 304
Author(s):  
Anna Pernestål ◽  
Albin Engholm ◽  
Marie Bemler ◽  
Gyözö Gidofalvi
Keyword(s):  
Freight Transport ◽  
Sustainable Transportation ◽  
Transport Sector ◽  
Strategic Uncertainty ◽  
Scenario Development ◽  
Service Levels ◽  
Urban Freight ◽  
The Road ◽  
Road Freight ◽  
On The Road

Road freight transport is a key function of modern societies. At the same time, road freight transport accounts for significant emissions. Digitalization, including automation, digitized information, and artificial intelligence, provide opportunities to improve efficiency, reduce costs, and increase service levels in road freight transport. Digitalization may also radically change the business ecosystem in the sector. In this paper, the question, “How will digitalization change the road freight transport landscape?” is addressed by developing four exploratory future scenarios, using Sweden as a case study. The results are based on input from 52 experts. For each of the four scenarios, the impacts on the road freight transport sector are investigated, and opportunities and barriers to achieving a sustainable transportation system in each of the scenarios are discussed. In all scenarios, an increase in vehicle kilometers traveled is predicted, and in three of the four scenarios, significant increases in recycling and urban freight flows are predicted. The scenario development process highlighted how there are important uncertainties in the development of the society that will be highly important for the development of the digitized freight transport landscape. One example is the sustainability paradigm, which was identified as a strategic uncertainty.

scholarly journals Road Freight Transport Electrification Potential by Using Battery Electric Trucks in Finland and Switzerland

Energies ◽  
2021 ◽  
Vol 14 (4) ◽  
pp. 823
Author(s):  
Mehdi Jahangir Samet ◽  
Heikki Liimatainen ◽  
Oscar Patrick René van Vliet ◽  
Markus Pöllänen
Keyword(s):  
Large Scale ◽  
Ghg Emissions ◽  
Limited Range ◽  
Freight Transport ◽  
Heavy Duty ◽  
Range Extender ◽  
Percentage Points ◽  
Road Freight ◽  
Road Systems ◽  
Gross Vehicle Weight

Medium and heavy-duty battery electric trucks (BETs) may play a key role in mitigating greenhouse gas (GHG) emissions from road freight transport. However, technological challenges such as limited range and cargo carrying capacity as well as the required charging time need to be efficiently addressed before the large-scale adoption of BETs. In this study, we apply a geospatial data analysis approach by using a battery electric vehicle potential (BEVPO) model with the datasets of road freight transport surveys for analyzing the potential of large-scale BET adoption in Finland and Switzerland for trucks with gross vehicle weight (GVW) of over 3.5 t. Our results show that trucks with payload capacities up to 30 t have the most potential for electrification by relying on the currently available battery and plug-in charging technology, with 93% (55% tkm) and 89% (84% tkm) trip coverage in Finland and Switzerland, respectively. Electric road systems (ERSs) would be essential for covering 51% trips (41% tkm) of heavy-duty trucks heavier than 30 t in Finland. Furthermore, range-extender technology could improve the trip electrification potential by 3–10 percentage points (4–12 percentage points of tkm).

scholarly journals An Ecosystem Innovation Framework: Assessing Mobility as a Service in Budapest

2021 ◽  
Vol 13 (7) ◽  
pp. 3753
Author(s):  
Athena Roumboutsos ◽  
Ioanna Pagoni ◽  
Athena Tsirimpa ◽  
Amalia Polydoropoulou
Keyword(s):  
Urban Transport ◽  
Decision Makers ◽  
First Year ◽  
Negative Externalities ◽  
Modal Shift ◽  
Present Contribution ◽  
Public And Private ◽  
Document Collection ◽  
Smart Mobility ◽  
The City

Smart Mobility and the introduction of innovation in the complex and dynamic actor ecosystem of urban transport is faced with the need to manage change in order to secure sustainability and protect against negative externalities. The present contribution provides decision-makers with a tool to assess innovation strategies and monitor change over time. The proposed EcoSystem Innovation Framework (ESIF) is applied to a flagship innovation: Mobility as a Service (MaaS). The application concerns the City of Budapest, a location with highly-utilized resources and low car ownership, in contrast to other locations where MaaS is implemented. The ESIF is constructed through qualitative research (stakeholder workshops, interviews, document collection and analysis) for three (3) points in time: Summer 2018; Summer 2019 and end of 2020 (first year of the COVID-19 pandemic). The ESIF analysis was able to guide decision-makers and highlight potential future trends demonstrating the potential of the ESIF framework. For the City of Budapest, the ESIF highlighted the delicate balance in the promotion of MaaS, as the dichotomy between public and private on-demand mobility may trigger a negative modal shift. The COVID-19 pandemic has enhanced this potential. Despite public sector efforts, market opportunity has surfaced leading to contrasting interests in the ecosystem.

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