Improving Productivity in Intermodal Rail-Truck Transportation

Morlok, E K; Sammon, J P; Spasovic, Lazar N.; Nozick, Linda K.

doi:10.1007/978-94-011-0073-1_16

Cited by 20 publications

(16 citation statements)

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“…However, despite its influence on the performance of intermodal transport, little research has been conducted on this aspect Caris et al, 2008). Morlok et al (1995) showed that a decrease of 30% in PPH costs reduces the break-even distance by 42% for intermodal transport compared with direct road and concluded that PPH improvements are clearly the key for enlarging the intermodal market, since improvements in other parts of the transport chain will not lead to the same proportional decrease in costs.…”

Section: Pph In Intermodal Transportmentioning

confidence: 96%

“…PPH operations are very fragmented, with various PPH companies serving each terminal. Distribution and pick-up trips to and from shippers are not coordinated, resulting in many additional empty trips (Morlok et al, 1995). In addition to low capacity utilization, due to the empty running, which is inherent in pick-up and delivery traffic, the centralized intermodal production system leads to concentrated PPH flows and longer waiting times at large-scale intermodal terminals (Walker, 1992).…”

Section: Pph In Intermodal Transportmentioning

confidence: 98%

“…In addition, since terminals as well as consignor and consignees are usually located in, or in the vicinity of, urban areas, PPH is affected by Assessing the Effects of Longer Vehicles 593 urban congestion. Given a reliable and fast dedicated train service, PPH is the primary source of both long transit times and transit time unreliability, leading to serious problems in the intermodal chain's service quality (Morlok et al, 1995). Furthermore, PPH accounts for a large fraction (between 25% and 40%) of the total cost of moving an ILU, despite its relatively short distance compared with the rail line haul .…”

Section: Pph In Intermodal Transportmentioning

confidence: 99%

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Assessing the Effects of Longer Vehicles: The Case of Pre- and Post-haulage in Intermodal Transport Chains

Bergqvist

Behrends

2011

Transport Reviews

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The demand for inland freight transport in Europe is mainly met by road transport, leading to unsustainable impacts such as air pollution, greenhouse gas emissions and congestion. Since rail transport has lower externalities than road transport, a modal shift from road to rail is an accepted policy goal for achieving a more sustainable and competitive transport system. However, intermodal road-rail transport is mainly competitive for long-distance transport, and as a consequence, the potential for modal shift is limited. The cost efficiency of road-rail intermodal transport is particularly sensitive to pre-and post-haulage (PPH) costs, since this activity typically has a larger cost compared with its share of the total distance in the transport chain. For intermodal transportation over shorter distances, for example, below 300 km and where there are substantial PPH activities at both ends of the chain, the competitiveness of the intermodal transport system compared with that of direct road is low. Improving the efficiency of PPH activities is, therefore, of utmost importance for the competitiveness of the intermodal transport system. This paper looks into the issue of improving the cost efficiency of an intermodal transport chain by implementing an innovative and flexible legal framework regarding the PPH activities in the chain. By extending the legal framework with exemptions for longer vehicles in PPH, the cost efficiency could be greatly improved. The purpose of such a framework is to allow and enable, for PPH exclusively, the use of 2 × 40 foot or even two semi-trailers using only one vehicle in the context of the Swedish regulatory framework. This paper develops a strategic calculation model for assessing and investigating the consequences of such a framework and investigates the framework's potential in terms of cost efficiency. The model in combination with a sensitivity analysis of input variables gives a comprehensive understanding of the effects of PPH under different circumstances. From the results, it is evident that there are substantial positive effects associated with a PPH framework of longer vehicles. Results indicate that a typical shipper may experience cost reductions of about 5-10% of the total costs of the intermodal transport chain. In summary, a more innovative and flexible legal framework regarding vehicle length in the PPH links can contribute to a greater modal shift, improved cost efficiency and more environmentally friendly transportation systems.

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Section: Pph In Intermodal Transportmentioning

confidence: 96%

Section: Pph In Intermodal Transportmentioning

confidence: 98%

Section: Pph In Intermodal Transportmentioning

confidence: 99%

See 1 more Smart Citation

Assessing the Effects of Longer Vehicles: The Case of Pre- and Post-haulage in Intermodal Transport Chains

Bergqvist

Behrends

2011

Transport Reviews

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show abstract

“…Spasovic (1990), Morlok and Spasovic (1994) and Morlok et al (1995) investigate whether a central planning of pickups and deliveries of multiple drayage companies serving one intermodal terminal is able to reduce drayage costs. The problem is formulated as a large-scale integer linear program, taking time windows and service constraints into account.…”

Section: Drayage Operatormentioning

confidence: 99%

Simulation and optimisation of intermodal barge transport networks

Caris

2010

4OR-Q J Oper Res

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“…Such high drayage costs can seriously affect the profitability of an intermodal service, and also limit the markets in which it can compete with conventional road transport (cf. Spasovic & Morlok, 1993;Morlok & Spasovic, 1994;Morlok et al, 1995;Hö ltgen, 1996;Bontekoning et al, 2004).…”

mentioning

confidence: 96%