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The actors in international trade, transport companies as well as shippers, saw such great advantages with the container that they, however after long negotiations (KOZMA, interview, 1993), could agree upon a container standard and apply it globally 17 . Although he was the first to implement it widely, the container was not an invention of Malcom MCLEAN. The concept of using freight containers dates from Roman times but container transport by rail was introduced by the Liverpool & Manchester Railway that used RoRo-containers for the hauling of coal back in 1830. An early form of intermodal transport was introduced by the Birmingham & Darby Railway when transferring containers between rail wagons and horse carriages in 1839. The figure below shows an early intermodal transshipment. Figure 1-5 Early use of a gantry crane for transshipment between transportation modes. (Source: DEBOER, 1992, p. 4). Even the French were early users of the principle of unit loads with their “porte-wagons”, UFR (Union fer Route) and Kangourou systems (BUKOLD, 1996, pp. 207-208). Commercial intermodal road-rail transport started comparatively late in Germany although lorries and tanks were moved by rail during World War II as shown in the figure below. However, Germany soon became the leading European country for developing intermodal transport. 17 For further reading about container history, see: MULLER (1995), The TT Club (1996) and WOXENIUS (1992). 10
Figure 1-6 German piggyback-transport (Huckepack-Verkehr in German) shortly after World War II. (Source: Kombiverkehr, marketing brochure, 1991, p. 4). The greater part of the terminal network in former West Germany was built over a short period of time in line with an ambitious plan launched in September 1967 by Georg LEBER, then the Minister of Transport, and thereby referred to as the Leber plan. The total funding was DM 1 billion (ECU 500 million) of which DM 250 million (ECU 125 million) were made available for investments in intermodal transport technology (BUKOLD, 1996, pp. 258-263). A second political initiative was presented by the German Government in 1978, that declared that the amount of intermodal transport must be increased threefold by 1985 as a consequence of the energy crisis (BAYLISS, 1988). Investment programmes issued by the government included DM 980 million (ECU 500 million) 1979-85 and DM 560 million (ECU 290 million) 1986-90. Furthermore, the German government has been very active in technology development schemes. In the late 1970’s, one such scheme helped the emergence of more or less successful technologies such as the Umschlagfahrzeug Lässig Schwanhäusser (ULS), the Ringer System, LogMan’s Container FTS, the Hochstein System, the Wieskötter System, the DEMAG System and the System Aachen 18 . In Sweden, handling equipment for some 40 terminals was bought in the late 1960’s. The 13 largest terminals were equipped with gantry cranes capable of lifting all types of ITUs up to a weight of 30 metric tons. Smaller terminals were equipped with fork lift trucks, side-loading trailers 19 or smaller cranes that limited the terminals to smaller load units or 18 The systems mentioned are all described in the detached appendix. 19 A side-loading trailer is a transfer equipment mounted on a lorry or semi-trailer which is capable of lifting a container from the ground as well as transferring the container to a rail wagon. For further details, see the detached appendix. 11
Page 3 and 4: Doctoral thesis for the degree of D
Page 5 and 6: DEVELOPMENT OF SMALL-SCALE INTERMOD
Page 7: DISSERTATION This dissertation - De
Page 11 and 12: ACKNOWLEDGEMENTS There are a lot of
Page 13 and 14: CONTENTS ABSTRACT..................
Page 15 and 16: 5 RESOURCES IN INTERMODAL TRANSPORT
Page 17: 9.2.1 Transport policy and market c
Page 20 and 21: FIGURE 5-2 THE INTERMDODAL RAILWAY
Page 22 and 23: xiv
Page 25 and 26: 1 INTRODUCTION This main document (
Page 27 and 28: Container Swap body Semi-trailer Fi
Page 29 and 30: shipment terminals. The aim is to a
Page 31 and 32: in a general systems theory context
Page 33: Europe. …and from the supply part
Page 37 and 38: prioritised their single-mode opera
Page 39 and 40: thesis, p. 16). With overnight rail
Page 41 and 42: transport since forwarders and haul
Page 43 and 44: The competitiveness of intermodal t
Page 45 and 46: the dissertation indicate that a sy
Page 47 and 48: The ultimate empirical purpose is t
Page 49 and 50: is judged according to the ideals o
Page 51 and 52: economist, his and RUTTEN’s resea
Page 53 and 54: The wide variety of purposes and or
Page 55 and 56: 1 The goods shall be transported in
Page 57 and 58: the consignor to the consignee, e.g
Page 59 and 60: lunt at low system levels. The chap
Page 61 and 62: 1.6.3 Writing style The text is wri
Page 63: 1.6.5 Reading suggestions A fellow
Page 66 and 67: other phenomena. In order to achiev
Page 68 and 69: “... in spite of obvious limitati
Page 70 and 71: “The application of scientific an
Page 72 and 73: goal-attainment as the leading star
Page 74 and 75: Environment Resources Components Ma
Page 76 and 77: hence similar to the approach appli
Page 78 and 79: industrial markets contrary to most
Page 80 and 81: In the licentiate thesis, with its
Page 82 and 83: The roles of the actors in a distri
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addition to the recognition of comp
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3 TRANSPORTATION SYSTEMS Systems (2
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TURTON, 1995) or a rather practical
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Traffic, finally, is the movement o
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MANHEIM then defines a transportati
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whether their main orientation is t
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oped into national monopoly network
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confusion has been added by blunt m
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If one of the perspectives would ha
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4.1 THE TECHNICAL PERSPECTIVE Viewi
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Figure 4-1 JENSEN’s intermodal tr
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ut through negotiations and by foll
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Infrastructure Consignor Haulier La
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4.2.1 A model of network operation
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When fixed routes are used, the ope
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4.2.3 The network approach applied
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ased upon tables was also used in a
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Along with the old concessions and
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5 RESOURCES IN INTERMODAL TRANSPORT
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The level of analysis applied here
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maximum weights and dimensions allo
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Slow legislative adaptation Despite
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terms of dimensions and positions o
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to invest in equipment and infrastr
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(SONDERMANN, 1997, p. 4). The core
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according to single-mode optimisati
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when the Stork Alpha engineering gr
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industries in the Ruhr area through
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called and conventional cranes made
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A good example of how to use an int
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time. However, an example of a vigo
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6 TRANSSHIPMENT TECHNOLOGY IN INTER
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Geographical and infrastructural fa
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tem resources. Some bimodal technol
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6.1.5 Terminals for flexible routes
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the general lists of functional req
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Europe. The gateway role has led to
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comprise 30-40 terminals covering m
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The high population density and con
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hauliers are famous for being cheap
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6.2.9 France The French rail networ
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In summary, the conditions for Swit
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Transportation has a long tradition
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Moreover, the European Commission s
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ecome a serious complement to the l
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each network module and each termin
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tent - found in a conservative busi
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vehicles. Finally, in order to enha
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• meeting the new demand for high
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Table 7-1 Violation of demands thus
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7.2.4 Weight the criteria against e
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Note that it is the ki*fulfilment p
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From the sorted table, it is clear
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8 A PARTICULAR SMALL-SCALE CONCEPT
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ated by the SJ subsidiary Rail Comb
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termodal transport over short and m
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8.3.1 Customer pilot: “Dalkullan
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Customer pilot “Dalkullan” Acto
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Figure 8-5 An impression of how a C
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Figure 8-8 Short-coupled, lightweig
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Heavy-combi terminal Light-combi te
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Connecting Scandinavian and Contine
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The first implementation phases reg
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through the successive extension of
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can compete for short-distance tran
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Trains call at terminals approximat
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Iberian Peninsula (ibid., p. 1). Fu
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could be regarded as surrender to s
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layer have a long history and after
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gional levels that effort must be s
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domestic intermodal experiences in
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over short distances. If the projec
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BJÖRKMAN, J. (1992) Fordonslängde
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CASTI, J. L. (1994) Complexificatio
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European Commission (1995/b) The Tr
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HELMROTH, M. (1993) Brytpunktsdistr
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MANHEIM, M. L. (1979) Fundamentals
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SCHREYER, R. (1996) Beiträge zu ei
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The Official Journal (1991) Council
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WOXENIUS, J., LUMSDEN, K. R. (1996/
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US Department of Transportation (8
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AUTHOR INDEX In the main text, refe
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APPENDIX A: INTERMODAL TRANSSHIPMEN
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APPENDIX B: THE WEIGHT CRITERION ME
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Table AB-2 Evaluation matrix, examp
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