The Network-wide Impacts of a Dryport for South East Scotland



The Network-wide Impacts of a Dryport for South East Scotland

Authors

M AL-Azzawi, Scott Wilson Ltd, UK; I Mathie, A Short, South East Scotland Regional Transport Partnership, UK

Description

This paper reviews the operating characteristics of Dryports and their network-wide impacts in the SE of Scotland. Case studies and freight modelling are used to quantify the effects of a Dryport, including economic and climate change impacts.

Abstract

"The South East Scotland Regional Transport Partnership (SEStran) is one of 7 Regional Transport
Partnerships in Scotland. SEStran includes 8 local authorities within an area of 3,180sq miles and
home to 28% of Scotland's population (www.sestran.gov.uk).

There is a huge diversity of transportation issues within the SEStran area, from urban congestion to rural transportation and from sea ports to airports, for both passengers and freight. SEStran is also the main area for Scotland's financial, economic and Central Government activities and, as such, has a vital role in the freight and logistics sectors. SEStran aims to address these issues and work towards a more sustainable and efficient transport network. The last decade has seen unprecedented growth in freight traffic within and through the SEStran area which has led to a number of significant impacts and associated pressures on the transport network. In light of the recent and anticipated future forecast growth, SEStran has set about looking for innovative ways of managing freight traffic and encouraging modal shift to more sustainable means of distribution. One of the options identified was a Dryport to serve the entire region (and possible other parts of Scotland outwith SEStran) which would integrate road, rail and sea modes, allowing more choice and improved freight management. Dryports are intermodal facilities located inland connecting rail and road facilities with sea ports. They allow containers to be moved between each mode and can help shift freight from road to rail and sea options. Furthermore, they can help relieve congestion from sea ports and provide them with support functions.
SEStran subsequently joined the EU Dryports Project, an initiative funded by the IVB North Sea Programme with 14 partners from across Europe, to study the potential benefits, costs, operations and impacts of Dryports for different locations in the EU (http://www.tri-napier.org/current-triprojects/
current-tri-projects/dryport.html).

SEStran commissioned Scott Wilson Ltd to study the transportation characteristics of Dryports and examine potential opportunities and locations for siting a Dryport to serve the SEStran region. This paper will present the findings from this important study and lessons learnt that may benefit those considering the implementation of a Dryport to meet their freight distribution requirements. In particular, the paper will set out the following:

? Case Studies ? a series of brief case study reviews were conducted to provide an overview of the current operations and structure of Dryports throughout the world. This included examples from the Netherlands, Denmark, Sweden, North America and Africa, which were
chosen to demonstrate a wide range of Dryport set-ups and operations;

? Demand Modelling ? the potential demand for a Dryport in the SEStran area was estimated using freight models. This was estimated for different locations throughout the region to reflect the various characteristics of the transport network (the 'supply') and the freight market (the 'demand') which a large geographical region such as SEStran exhibits. The demand modelling also estimated the modal shift from road to other modes and the
accessibility indices of varying sites for a Dryport; and

? Network Impacts ? the impacts of the various Dryport tests on the existing transport network were tested and quantified, where possible. This includes the changes to vehicle-kms travelled, reductions in vehicle emissions (climate change impacts), reductions in Sensitive Lorry Miles (SLMs) and de-congestion impacts to non-users (time and VOCs savings). The analysis also took into account the increases in traffic flows immediately around the Dryports to consider equally any dis-benefits. Finally, an economic evaluation of the potential network impacts was carried out which demonstrated the magnitude of the (dis)benefits of different Dryport operating strategies over the life of a scheme.

The appraisal procedures, freight models and associated assumptions used in the analysis above are presented in the paper together with the results of the network-wide impacts. The research findings and the lessons learned which are applicable to the establishment of a Dryport in other areas are also discussed."

Publisher

Association for European Transport