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Résultats exploitables
In the Scandinet project we have estimated both actual and potential commodity flows, as well as intermodal transport flows (unit loads) between the Nordic countries and the European Continent. Goods flows are concentrated in quite a few transport corridors which are well defined in Scandinavia. Scandinavia is strongly dependent on sea-land bridging solutions. The new fixed link between Denmark and Sweden will enable an overnight connection between Sweden and northern Germany after the year 2000.
The flow study showed that substantial volumes in Scandinavian foreign trade use congested corridors in northern Continental Europe. Reasonable continental intermodal track rates, a fair continental railway slot practice and accessible continental freight freeways are important to the success of intermodal freight transport between the Nordic countries and the Continent.
Trade statistics give an unsatisfactory picture of modes involved in transport, and statistics on movements of Intermodal Transport Units (ITU) are even poorer. This makes it imperative that the Commission speeds up initiatives on improving the statistics on international flows of ITUs. Such statistics should include commodity specification (which is now rarely available), records of distance travelled by different modes, and as a principle be based on mapping transport chains. Since complete statistics of this kind would be very costly and difficult to obtain, and might violate principles of confidentiality, the statistical procedures and techniques of sampling to be used would have to be designed with utmost care.
We have identified and quantified important service characteristics for both single modal and intermodal (rail and sea based) freight transport. The results show that a gap exists between the quality of service desired and the quality of service supplied. It seems that shippers do not differentiate between the quality requirements for single-modal and intermodal transport. Cost is not the only factor but occurs in conjunction with other quality dimensions.
Before shippers order a major transport and logistics service they typically establish a service quality vector specifying minimum requirements in a number of dimensions.
- Invitations to tender are then submitted and those who can trustfully prove that they are able to meet the service vector
- specification are invited to price negotiations. Ultimately the bidder who combines assurance in meeting service vector requirements with the lowest price will win. The analytical tools employed by researchers do not always have the capability to reflect such a procedure. This explains why research results must be handled with care.
The Scandinet results show that it is possible to create intermodal services in peripheral areas and over short distances on a commercial basis. Supporting, market oriented actions or instruments are needed to push the development forwards. The steps taken so far are not sufficient.
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