The enablers and inhibitors of intermodal rail freight between Asia and Europe

Rodemann, Hendrik; Templar, Simon

doi:10.1016/j.jrtpm.2014.10.001

Cited by 49 publications

(49 citation statements)

References 14 publications

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“…Some commodity groups, such as live animals or chemicals, require specialized equipment. Shelf life, temperature and humidity requirements, sensitivity to acceleration forces and the risk of accidents can limit the modal choice [12,104]. Protection of the shipment may lead to shippers only trusting a few…”

Section: Shipment and Commodity Characteristicsmentioning

confidence: 99%

“…Rail intermodal shipments have a significant disadvantage compared to trucks when speed and predictable time of delivery are priorities [104,113,114]. For example, freight train delays due to extreme weather can induce a shift back to trucks [115].…”

Section: Barriers To Modal Shift and Increased Use Of Intermodal Tranmentioning

confidence: 99%

“…Winebrake et al [87] compared costs, transit time and GHG emissions of route options, and the lowest-emissions choice, predominantly rail, was sometimes cost competitive but always had a longer shipping time than other mode options. However, there are also cases where rail intermodal is faster than the conventional lowest cost-option, as for example the Europe-Asia roadrail link that is faster than ship [104]. To speed up intermodal, significant investments in freight capacity, modal connectivity, and efficiency of operation are required [35,94,95,116].…”

Section: Barriers To Modal Shift and Increased Use Of Intermodal Tranmentioning

confidence: 99%

“…While the vast majority of intercontinental freight is transported by ship, the land route between China and Europe is only about half as long as the sea route [247] and can be traveled by rail in much shorter time [104,247]. First the Silk Road and then the Trans-Siberian Railway were important trade routes in the region, but after the fall of the Soviet Union this corridor has only carried small shares of the freight [247].…”

Section: Eecca Countries and The Trans-asian Rail Networkmentioning

confidence: 99%

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Decarbonizing intraregional freight systems with a focus on modal shift

Kaack

Vaishnav

Morgan

et al. 2018

Environ. Res. Lett.

108

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Road freight transportation accounts for around 7% of total world energy-related carbon dioxide emissions. With the appropriate incentives, energy savings and emissions reductions can be achieved by shifting freight to rail or water modes, both of which are far more efficient than road. We briefly introduce five general strategies for decarbonizing freight transportation, and then focus on the literature and data relevant to estimating the global decarbonization potential through modal shift. We compare freight activity (in tonne-km) by mode for every country where data are available. We also describe major intraregional freight corridors, their modal structure, and their infrastructure needs. We find that the current world road and rail modal split is around 60:40. Most countries are experiencing strong growth in road freight and a shift from rail to road. Rail intermodal transportation holds great potential for replacing carbon-intense and fast-growing road freight, but it is essential to have a targeted design of freight systems, particularly in developing countries. Modal shift can be promoted by policies targeting infrastructure investments and internalizing external costs of road freight, but we find that not many countries have such policies in place. We identify research needs for decarbonizing the freight transportation sector both through improvements in the efficiency of individual modes and through new physical and institutional infrastructure that can support modal shift.

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Section: Shipment and Commodity Characteristicsmentioning

confidence: 99%

Section: Barriers To Modal Shift and Increased Use Of Intermodal Tranmentioning

confidence: 99%

Section: Barriers To Modal Shift and Increased Use Of Intermodal Tranmentioning

confidence: 99%

Section: Eecca Countries and The Trans-asian Rail Networkmentioning

confidence: 99%

See 2 more Smart Citations

Decarbonizing intraregional freight systems with a focus on modal shift

Kaack

Vaishnav

Morgan

et al. 2018

Environ. Res. Lett.

108

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show abstract

“…Factors that impact market's ability to pay track access charges on the grounds of the transportation conditions instead of a charge level are very deviated and unpredictable from de Langen (2016), Rodemann and Templar's (2014) point of view:…”

Section: Mark-up Level Dependence On the Terms And Conditions Of Railmentioning

confidence: 99%

Eu Transport Policy On The 1520mm Rail Area

Počs¹,

Andins²,

Hudenko³

2018

The European Proceedings of Social and Behavioural Sciences

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This study attempts to understand the impact of the EU transport policy on rail infrastructure primarily for freight transportation. The study also gives insights into railway economical features, including competitiveness and financing issues. The "market can bear" level assessment methodology offered as results that may be used for railway charging for freight services based on efficient, transparent and nondiscriminatory principles as stated in the existing EU rail transport policy. The findings were obtained using experts' focus interview method. It can be concluded that for the European 1520mm railway with primarily freight transportation balanced charges can be achieved when the state compensates expenses of the infrastructure manager not covered by charges of other modes of transport as well as disadvantages of legal and administrative requirements in the railway sector.

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The New Silk Road, EU‐China Connectivity and Global Logistics Crisis

2022

Asia‐Europe Industrial Connectivity in Times of Crisis

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The enablers and inhibitors of intermodal rail freight between Asia and Europe

Cited by 49 publications

References 14 publications

Decarbonizing intraregional freight systems with a focus on modal shift

Decarbonizing intraregional freight systems with a focus on modal shift

Eu Transport Policy On The 1520mm Rail Area

The New Silk Road, EU‐China Connectivity and Global Logistics Crisis

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