By Hugo Priemus, Peter Nijkamp, Rob Konings
This publication explores the varied demanding situations to extend using intermodal delivery structures in freight shipping. In view of the present dominant function of street shipping and the expanding problems in dealing with transforming into variety of automobiles in a good and sustainable method, intermodal freight shipping may be thought of a practicable substitute. notwithstanding, the ebook makes reputation of the truth that there's nonetheless a necessity to enhance the functionality of the intermodal shipping method. The professional participants supply an outline of the current position of intermodal freight shipping, tackle possibilities to noticeably enhance present functionality, and show layout and modelling instruments used to examine and aid this functionality. requisites for the implementation of intermodal options also are prescribed, and guidelines had to increase competitiveness are outlined.Many elements contributing to the functionality and competitiveness of intermodal freight shipping are explored, from technological and organisational thoughts via to institutional settings and coverage frameworks. This complete diversity of issues will allure a wide viewers together with lecturers, researchers, policymakers and practitioners excited about the layout and improvement of freight shipping platforms. it's going to additionally strongly entice people with an curiosity sooner or later of freight shipping.
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Additional resources for The Future of Intermodal Freight Transport: Operations, Design and Policy (Transport Economics, Management and Policy)
Second, the arrival of supporting technologies (for example containers) enables intermodalism. Third, the rising congestion in major US freight corridors, characterized by poor intermodal cooperation, is yet another stimulus to intermodal development. The objective of this chapter is to describe the origin, development and prospects of intermodalism in the US. 2 traces the origin and evolution of intermodalism in the US, describing the interplay of broader forces of economic evolution, technological changes, institutional and organizational developments and the speciﬁc conditions of the US transport system and its adaptation.
Many suggestions for new intermodal transshipment technologies have been presented (for overviews and evaluations, see Ballis and Golias 2002; Bontekoning and Kreutzberger 1999; Woxenius 1997), but very few have been commercially implemented. Most new technologies aim at either small-scale and low-cost operations or large-scale, automated and fast applications. For the mid-range terminals, say 50 000–200 000 transshipments a year, conventional technologies are suﬃcient for the current use with transshipments during some hours in the morning and in the late afternoon.
4. In addition to these physical resources, operations clearly depend on a large number of skilled employees, organizational know-how, brands, developed procedures and legal agreements as well as permissions and train slots from authorities. Road and rail infrastructure is needed to accomplish EIT, but as this is supplied by government in exchange for user charges and shared with passenger and other freight operations, it is not treated as a resource. About 100 of the 2000 European intermodal terminals correspond to 90 per cent of the total freight volumes (Nelldal et al.