The diploma thesis discusses the study of creation of new logistics conception and its proposal for the company, Schaeffler Skalica, spol. s r. o., which is engaged in the production of bearings and components for the automotive industry. The proposal of the new logistics conception relates to the stocks of Schaeffler Skalica, spol. s r. o., which are stored in the consignment warehouse in Germany and are supplied by Chinese supplier.

Comércio e indústria, atualmente, respondem por parcela significativa do produto interno bruto (PIB) do Brasil e juntos demandam significativa quantidade de transporte de carga, principalmente do tipo fracionada, fato que, nos últimos anos provocou o crescimento do transporte desse tipo de carga. O elevado crescimento industrial, em 2004 e 2005, nos principais estados da região norte do país, Amazonas e Pará, indicam o aumento potencial da demanda por transporte de carga fracionada entre o norte e o sudeste, que concentra o maior mercado consumidor. As grandes distâncias, entre o norte e o sudeste, fazem o custo de transporte ter grande impacto significativo no preço final das mercadorias. Esse fato levou à procura por opções de transporte de menor custo, para tornar os produtos fabricados na região norte mais competitivos no mercado interno. Atualmente, existe predominância do transporte rodoviário no corredor norte-sudeste, o que desperdiça, por hipótese, o potencial de outros modos de transporte, como cabotagem, transporte fluvial e, futuramente, transporte ferroviário (Ferrovia Norte-Sul e Ferronorte). Isso motivou o desenvolvimento desta pesquisa, que tem como objetivo avaliar opções de transporte intermodal, econômica e operacionalmente mais atraentes que as praticadas hoje no transporte de carga geral fracionada (produtos e insumos industrializados) em conexões com a região amazônica. A metodologia empregada no trabalho utilizou: (1) técnica de construção de cenários; (2) modelos de custo de transporte para os modos rodoviário, ferroviário, marítimo e fluvial; e (3) sistema de informação geográfica. Os resultados obtidos nesta tese indicam que opções de rotas rodo-marítimas e rodo-fluviais apresentam significativas reduções no custo total de transporte com relação às rotas preferenciais, hoje, praticadas para as ligações entre Belém-São Paulo e Manaus-São Paulo. Os resultados mostram, também, não haver perspectivas para o transporte rodo-ferroviário e rodo-fluvial-ferroviário nessas ligações, uma vez que, neste caso, o custo obtido é maior que os das rotas hoje praticadas. / Nowadays, business and industry are responsible for a significant portion of the GDP (Gross Domestic Product) in Brazil, and together they require a considerable amount of freight transport, mainly break-bulk cargo which has stimulated the transport growth of this kind of cargo. The enormous industrial growth in the most important states of the northern region of the country in the years 2004 and 2005 indicate the potential increase of break-bulk cargo transport between the north and the southeast, area that concentrates the strongest consumer market in the country. Due to the long distance between the country\'s north and southeastern regions, the cost of transport increases the final cost of the goods. This fact led to the search for lower cost transport options in order to make the products of that region more competitive in the domestic market. Currently there has been predominance of road transport in the north/southeast corridor wasting, hypothetically, the potential of other means of transport such as cabotage, river, and, in the future, railroad transport (Norte-Sul and Ferronorte railways). All of this brought about the development of this research which aims at evaluating the intermodal transport options that are economically and operationally more attractive than the break-bulk cargo transport (industrial input and products) used today in the connections with the amazon region. The methodology involves: (1) scenario building; (2) transport cost models for the road, railroad, and marine means; and (3) geographic information system. The results demonstrate that the route options road-marine and road-river show substantial reduction in the transport total cost when compared to the most popular routes used between Belém-São Paulo and Manaus-São Paulo. The results also reveal that there is no perspective of the use of road-rail and road-river-rail transport in such connections since the cost is higher than in the routes used nowadays.

Resumo: O objetivo deste estudo foi avaliar o fluxo de energia no tratamento de esgoto e de lodo de esgoto na ETE de Franca. Para tanto, levantaram-se os dados de todo maquinário utilizado na Estação, tais como: quantidade, potência, vida útil, peso das máquinas, consumo de graxa e/ou lubrificantes e mão de obra empregada. O consumo de energia elétrica na Estação foi calculado para cada máquina separadamente. Com isso, calculou-se a participação energética, por fonte, forma e total, de todos os setores de tratamento. Por meio dos resultados, observou-se que tanto o tratamento de esgoto como o tratamento de lodo utilizam expressivamente energia industrial na forma de eletricidade, o que parece vantajoso, visto que essa é uma fonte renovável de energia. Para o cálculo do fluxo de energia no carregamento e transporte do lodo, obtiveram-se os dados de vida útil, peso, consumo de graxa e/ou lubrificantes da retroescavadeira e do caminhão, e mão de obra empregada nessas atividades. Ao contrário do observado nos tratamentos de esgoto e lodo, essas atividades usam principalmente energia fóssil na forma de óleo diesel. Além disso, com a quantidade de N, P e K contidas no lodo de esgoto foi possível calcular a energia e o preço dos fertilizantes contidos em uma tonelada do material. De acordo com os resultados, uma tonelada de lodo de esgoto produzida em Franca contém 5.081,53 MJ de energia e R$102,47 de fertilizantes químicos. Portanto, um caminhão com capacidade de carga de 16 toneladas transporta 81.304,62 MJ de energia e R$1.639,55 de fertilizante, o que justifica a distribuição desse material no raio de 25 km, que é a distância média entre a ETE e os potenciais locais de aplicação do material. Por fim, calculou-se o balanço e a eficiência energética de todas as atividades estudadas, de forma que os resultados apontaram serem todas, energeticamente sustentáveis / Abstract: This study assessed the energy flux on the processing of sewage and sewage sludge in the Sludge Treatment Station of Franca City, São Paulo State, Brazil. For this, data concerning ETE machinery was quantified, such as: quantity, potency, life spam and weight, as well as, mineral greases and/or lubricants consumption and the used workforce. Based on this, energy expenditure was calculated, regarding energy source and type and the total expenditure of all parties involved in sewage processing. These results allowed to conclude that either sewage or sewage sludge processing have a high demand of industrial energy in the form of electricity, what is advantageous, since it is a renewable energy source. For the energy flux calculations during loading and transportation, data of life spam, weight, the consumption of lorries and backhoes mineral greases and lubricants and the used workforce was considered. On the contrary, during sewage sludge processing activities, fossil energy in the form of diesel oil was the main utilized. Moreover, considering the amount of N, P and K in the sludge, the energy and price of fertilizers could be calculated in 1 ton of sewage sludge. Accordingly to calculations, a ton of sewage sludge produced on Franca's ETE has 5,081.53 MJ of energy and R$102.47 of chemical fertilizers. Thus, a lorry of 16-ton storage capacity transports 81,304.62 MJ of energy and R$1,639.55 of fertilizers, justifying the distribution of the sewage sludge on 25-km ray distance, what is a viable distance, because it is the mean distance between Franca's ETE and the farms that potentially could use this material. Finally, the balance and energetic efficiency of all activities approached in this study could be calculated, indicating energetic sustainability of those / Orientador: Osmar de Carvalho Bueno / Coorientador: Wanderley José de Melo / Banca: Elias José Simon / Banca: Maura Seiko T. Esperancini / Banca: Gerson Henrique da Silva / Banca: Andrea Eloisa Bueno Pimentel / Doutor

Comércio e indústria, atualmente, respondem por parcela significativa do produto interno bruto (PIB) do Brasil e juntos demandam significativa quantidade de transporte de carga, principalmente do tipo fracionada, fato que, nos últimos anos provocou o crescimento do transporte desse tipo de carga. O elevado crescimento industrial, em 2004 e 2005, nos principais estados da região norte do país, Amazonas e Pará, indicam o aumento potencial da demanda por transporte de carga fracionada entre o norte e o sudeste, que concentra o maior mercado consumidor. As grandes distâncias, entre o norte e o sudeste, fazem o custo de transporte ter grande impacto significativo no preço final das mercadorias. Esse fato levou à procura por opções de transporte de menor custo, para tornar os produtos fabricados na região norte mais competitivos no mercado interno. Atualmente, existe predominância do transporte rodoviário no corredor norte-sudeste, o que desperdiça, por hipótese, o potencial de outros modos de transporte, como cabotagem, transporte fluvial e, futuramente, transporte ferroviário (Ferrovia Norte-Sul e Ferronorte). Isso motivou o desenvolvimento desta pesquisa, que tem como objetivo avaliar opções de transporte intermodal, econômica e operacionalmente mais atraentes que as praticadas hoje no transporte de carga geral fracionada (produtos e insumos industrializados) em conexões com a região amazônica. A metodologia empregada no trabalho utilizou: (1) técnica de construção de cenários; (2) modelos de custo de transporte para os modos rodoviário, ferroviário, marítimo e fluvial; e (3) sistema de informação geográfica. Os resultados obtidos nesta tese indicam que opções de rotas rodo-marítimas e rodo-fluviais apresentam significativas reduções no custo total de transporte com relação às rotas preferenciais, hoje, praticadas para as ligações entre Belém-São Paulo e Manaus-São Paulo. Os resultados mostram, também, não haver perspectivas para o transporte rodo-ferroviário e rodo-fluvial-ferroviário nessas ligações, uma vez que, neste caso, o custo obtido é maior que os das rotas hoje praticadas. / Nowadays, business and industry are responsible for a significant portion of the GDP (Gross Domestic Product) in Brazil, and together they require a considerable amount of freight transport, mainly break-bulk cargo which has stimulated the transport growth of this kind of cargo. The enormous industrial growth in the most important states of the northern region of the country in the years 2004 and 2005 indicate the potential increase of break-bulk cargo transport between the north and the southeast, area that concentrates the strongest consumer market in the country. Due to the long distance between the country\'s north and southeastern regions, the cost of transport increases the final cost of the goods. This fact led to the search for lower cost transport options in order to make the products of that region more competitive in the domestic market. Currently there has been predominance of road transport in the north/southeast corridor wasting, hypothetically, the potential of other means of transport such as cabotage, river, and, in the future, railroad transport (Norte-Sul and Ferronorte railways). All of this brought about the development of this research which aims at evaluating the intermodal transport options that are economically and operationally more attractive than the break-bulk cargo transport (industrial input and products) used today in the connections with the amazon region. The methodology involves: (1) scenario building; (2) transport cost models for the road, railroad, and marine means; and (3) geographic information system. The results demonstrate that the route options road-marine and road-river show substantial reduction in the transport total cost when compared to the most popular routes used between Belém-São Paulo and Manaus-São Paulo. The results also reveal that there is no perspective of the use of road-rail and road-river-rail transport in such connections since the cost is higher than in the routes used nowadays.

Made available in DSpace on 2014-06-11T19:31:33Z (GMT). No. of bitstreams: 0 Previous issue date: 2010-06-07Bitstream added on 2014-06-13T20:22:24Z : No. of bitstreams: 1 quintana_nrg_dr_botfca.pdf: 551444 bytes, checksum: e543328233e80220d0e632e00c93cddc (MD5) / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / O objetivo deste estudo foi avaliar o fluxo de energia no tratamento de esgoto e de lodo de esgoto na ETE de Franca. Para tanto, levantaram-se os dados de todo maquinário utilizado na Estação, tais como: quantidade, potência, vida útil, peso das máquinas, consumo de graxa e/ou lubrificantes e mão de obra empregada. O consumo de energia elétrica na Estação foi calculado para cada máquina separadamente. Com isso, calculou-se a participação energética, por fonte, forma e total, de todos os setores de tratamento. Por meio dos resultados, observou-se que tanto o tratamento de esgoto como o tratamento de lodo utilizam expressivamente energia industrial na forma de eletricidade, o que parece vantajoso, visto que essa é uma fonte renovável de energia. Para o cálculo do fluxo de energia no carregamento e transporte do lodo, obtiveram-se os dados de vida útil, peso, consumo de graxa e/ou lubrificantes da retroescavadeira e do caminhão, e mão de obra empregada nessas atividades. Ao contrário do observado nos tratamentos de esgoto e lodo, essas atividades usam principalmente energia fóssil na forma de óleo diesel. Além disso, com a quantidade de N, P e K contidas no lodo de esgoto foi possível calcular a energia e o preço dos fertilizantes contidos em uma tonelada do material. De acordo com os resultados, uma tonelada de lodo de esgoto produzida em Franca contém 5.081,53 MJ de energia e R$102,47 de fertilizantes químicos. Portanto, um caminhão com capacidade de carga de 16 toneladas transporta 81.304,62 MJ de energia e R$1.639,55 de fertilizante, o que justifica a distribuição desse material no raio de 25 km, que é a distância média entre a ETE e os potenciais locais de aplicação do material. Por fim, calculou-se o balanço e a eficiência energética de todas as atividades estudadas, de forma que os resultados apontaram serem todas, energeticamente sustentáveis / This study assessed the energy flux on the processing of sewage and sewage sludge in the Sludge Treatment Station of Franca City, São Paulo State, Brazil. For this, data concerning ETE machinery was quantified, such as: quantity, potency, life spam and weight, as well as, mineral greases and/or lubricants consumption and the used workforce. Based on this, energy expenditure was calculated, regarding energy source and type and the total expenditure of all parties involved in sewage processing. These results allowed to conclude that either sewage or sewage sludge processing have a high demand of industrial energy in the form of electricity, what is advantageous, since it is a renewable energy source. For the energy flux calculations during loading and transportation, data of life spam, weight, the consumption of lorries and backhoes mineral greases and lubricants and the used workforce was considered. On the contrary, during sewage sludge processing activities, fossil energy in the form of diesel oil was the main utilized. Moreover, considering the amount of N, P and K in the sludge, the energy and price of fertilizers could be calculated in 1 ton of sewage sludge. Accordingly to calculations, a ton of sewage sludge produced on Franca’s ETE has 5,081.53 MJ of energy and R$102.47 of chemical fertilizers. Thus, a lorry of 16-ton storage capacity transports 81,304.62 MJ of energy and R$1,639.55 of fertilizers, justifying the distribution of the sewage sludge on 25-km ray distance, what is a viable distance, because it is the mean distance between Franca’s ETE and the farms that potentially could use this material. Finally, the balance and energetic efficiency of all activities approached in this study could be calculated, indicating energetic sustainability of those

Subject of this diploma thesis Processes and vehicle fleet optimization at the selected company is to make the processes more effective and to reduce costs associated with operation of vehicle fleet at selected enterprise. The average cost per kilometer, usage of journeys made by vehicles, strengths and weaknesses of an enterprise are observed within analyzes. Processes are evaluated overall through analyzes and after that, suggested suitable solutions are provided.

ABB is a global company with a leading position in power and automation technologies. Being active on a global market creates a high pressure to always develop the business and reduce costs in order to stay competitive. The purchasing function at ABB ́s unit Control Products is divided into a strategic- and an operative purchase department. The negotiated setups the strategic purchasers establish with the suppliers have been shown to affect the transport- and inventory costs that are charged to the operative purchase department. In order to determine whether more beneficial setups could be negotiated by including transport- and inventory costs when they are evaluated, this case study has been requested. Two master students from Linköping University have conducted the study and by investigating different setups, conclusions to answer the study ́s purpose could be drawn. The purpose is presented below. The study’s purpose is to recommend future guidelines for the strategic purchasers at ABB’s unit Control Products that can be applied when negotiating with suppliers, by evaluating purchase-, transport- and inventory costs. In order to investigate how the purchase-, transport- and inventory costs were affected by different setups, four different cases were defined. Each case included a specific article, which was chosen based on its properties and its current and alternative setups. The conducted literature reviews and interviews with employees at Control Products resulted in the two sub- criteria lead time and net price were defined as the most important ones when negotiating and evaluating suppliers. A combination of these sub-criteria was therefore used to choose suitable articles. Once the cases had been defined, the purchase-, transport- and inventory costs could be calculated for both their current situation and alternative setup scenarios. Theories from relevant researches were used to strengthen and criticised the cases’ results. Each case's result provided information regarding how the purchase-, transport- and inventory costs were affected by specific setups. By comparing the alternative scenarios with the setup currently used, the alternatives ́ profitability could be determined. The cases showed that by only studying one of the three cost posts, only a limited insight was gained. Even if the purchase cost was to increase for an alternative setup, it could still be profitable to implement due to decreased transport- and inventory costs. Furthermore, an alternative setup that showed significant potential to reduce inventory costs was proven to not be profitable because of its effect on the net price. Neglecting to take transport- and inventory costs into account when a potential supplier is evaluated can make a deal look more profitable than it is. The final recommendation is that purchase-, transport- and inventory costs all have to be taken into consideration in order to determine which setups that are economically preferable. If the strategic purchasers at Control Products includes these when they negotiate with suppliers, more profitable deals can be obtained. / <p>Examensarbetet är en förvrängd version då känslig information om ABB inte ska läcka ut.</p>

O Brasil tem como principal base econômica a exportação de commodities agrícolas e minerais. Esses produtos se caracterizam por possuírem grandes volumes de produção e baixo valor agregado. Diante desses fatos, as economias geradas ao longo da cadeia logística têm papel fundamental para o sucesso da comercialização destes produtos. Nesse contexto, este trabalho teve como objetivo encontrar as rotas de transportes mais econômicas para o escoamento da soja e minérios de ferro e manganês oriundos do estado do Mato Grosso do Sul com destino à exportação. Para tal foram identificados os pólos de geração destas cargas, assim como os modais de transportes existentes e futuros, terminais de transbordos e portos marítimos para exportação. Os métodos utilizados para esta análise foram a geração de cenários, modelos de custo de transporte para os modos rodoviário, ferroviário e fluvial; e sistema de informação geográfica. Os resultados obtidos neste trabalho indicam que opções de rotas com uso do modal hidroviário são as que possuem menores custos, com forte participação da hidrovia Paraguai-Paraná. Sugere-se para futuros trabalhos, a investigação da rede de transporte estudada com o uso de restrições de capacidade e também a inclusão dos custos portuários praticados nos portos marítimos de exportação. / Brazil has as the main economic base the exportation of agricultural and mineral commodities. These products are characterized by having a large quantity of production and low price. Given these facts, the saving generated along the supply chain are fundamental role in the marketing success of these products. In that context, this study aimed to find the most economic transport routes to the disposal of soybeans and iron ore and manganese from the state of Mato Grosso do Sul destined to exportation. For that were identified the places that generate as, and the transportation ways that exist up to now and the future ones, the terminals, transshipments and harbor for export. The methods used for this analysis were the generation of scenarios, models of cost of transport to the modes transport to road, rail and river, and geographic information system. The results obtained in this study indicate that options trades with the use of the waterway are those that have lower costs, with strong participation of the waterway Paraguay-Parana. It is suggested to future researches investigation of the transportation system studied the use of restrictions on capability and the inclusion of costs charged at seaports of exportation.

O Brasil tem como principal base econômica a exportação de commodities agrícolas e minerais. Esses produtos se caracterizam por possuírem grandes volumes de produção e baixo valor agregado. Diante desses fatos, as economias geradas ao longo da cadeia logística têm papel fundamental para o sucesso da comercialização destes produtos. Nesse contexto, este trabalho teve como objetivo encontrar as rotas de transportes mais econômicas para o escoamento da soja e minérios de ferro e manganês oriundos do estado do Mato Grosso do Sul com destino à exportação. Para tal foram identificados os pólos de geração destas cargas, assim como os modais de transportes existentes e futuros, terminais de transbordos e portos marítimos para exportação. Os métodos utilizados para esta análise foram a geração de cenários, modelos de custo de transporte para os modos rodoviário, ferroviário e fluvial; e sistema de informação geográfica. Os resultados obtidos neste trabalho indicam que opções de rotas com uso do modal hidroviário são as que possuem menores custos, com forte participação da hidrovia Paraguai-Paraná. Sugere-se para futuros trabalhos, a investigação da rede de transporte estudada com o uso de restrições de capacidade e também a inclusão dos custos portuários praticados nos portos marítimos de exportação. / Brazil has as the main economic base the exportation of agricultural and mineral commodities. These products are characterized by having a large quantity of production and low price. Given these facts, the saving generated along the supply chain are fundamental role in the marketing success of these products. In that context, this study aimed to find the most economic transport routes to the disposal of soybeans and iron ore and manganese from the state of Mato Grosso do Sul destined to exportation. For that were identified the places that generate as, and the transportation ways that exist up to now and the future ones, the terminals, transshipments and harbor for export. The methods used for this analysis were the generation of scenarios, models of cost of transport to the modes transport to road, rail and river, and geographic information system. The results obtained in this study indicate that options trades with the use of the waterway are those that have lower costs, with strong participation of the waterway Paraguay-Parana. It is suggested to future researches investigation of the transportation system studied the use of restrictions on capability and the inclusion of costs charged at seaports of exportation.

This study aims to explore effectiveness within intermodal transportation of semi-trailers based on the variables cost and time. Intermodal transport can be explained as a transportation of a carrier, from the origin to the final destination, using two or more modes of transport (Crainic &amp; Kim, 2007 p.467). This study focuses on the two modes of transport rail and road. The rail transportation has big advantages towards other modes of transport since it has less impact on the environment, given that the energy is produced in Sweden (Trafikverket 2017) but there are more benefits to be utilized. The rail transportation is generally more profitable on distances greater than 500 km, thus it can transport high volumes of goods over long distances for a low cost. The fixed costs that´s added in the terminals and the rail transports low degree of flexibility compared to the road transport is the primary reasons why rail transportation isn´t profitable on shorter distances. This study has made a market research to see where the final destinations for the imported semi-trailers are located in Sweden and Norway. This, to see where there are potential to develop and create new rail shuttles from Port of Gothenburg to dry ports across the Swedish and Norwegian inland for transportation of semi-trailers. Interviews have been conducted with carriers to create a more correct view of the current situation. Study results show that the greatest volumes of the transported semi-trailers ends up in the areas around Helsingborg and Stockholm, with the region around Gothenburg excluded. Dry ports positioned in this area show the best potential for development of new rail shuttles. The results from conducted interviews with carriers express that time is the most important aspect for their operation and their clients, that is also the reason why they don´t use the railway for transportation of semi-trailers. Carriers also consider the trains to be unreliable and the railway operation in Port of Gothenburg has so far not been operating well enough for them. The result show that 38 percent of the imported semi-trailers have their final destination in the area around Gothenburg and naturally it´s not possible for the railway to compete with the road transport at such a short distance. In order for the railway to compete with the road transport, rail shuttles to regions with high flows of semi-trailers must be developed to not loose in time and flexibility. Thus, the railway transportation has other opportunities than just transportation. In dry ports there are opportunities for storage of goods, which is generally cheaper than in the port and simultaneously create time gains in the final transportation, thus the goods are closer to the customer. Port of Gothenburg can compete with other ports, which are geographically closer to a certain customer, through more rail shuttles with more frequent departures and then take more market shares within Nordic transportation. / Studien syftar till att undersöka transporteffektiviteten för intermodala transporter av semitrailrar med utgångspunkt från variablerna kostnad och tid. Intermodala transporter kan förklaras som en transport av en lastbärare från dess ursprung till dess slutdestination med hjälp av två eller flera olika transportsätt (Crainic &amp; Kim, 2007 s.467) och denna studie fokuserar på de två transportsätten järnväg och väg. Just järnvägstransporten har en stor fördel gentemot andra transportsätt då det är ett mer miljövänligt alternativ, förutsatt att det är eldrivna tåg samt att elen är producerad i Sverige (Trafikverket 2017) men det finns även fler fördelar som kan utnyttjas. Järnvägstransporten är generellt lönsammare på avstånd längre än 500 km, då det kan transportera stora volymer över långa avstånd till en låg kostnad. Varför det inte är lönsamt på kortare sträckor beror framför allt på de fasta avgifter som tillkommer vid terminalerna och järnvägens relativt låga flexibilitet gentemot vägtransporten. Studien har gjort en marknadsundersökning för att se var de importerade semitrailrarna har sin slutdestination inom Sverige och Norge. Det för att se var det finns potential för att utveckla och skapa nya järnvägspendlar från Göteborgs Hamn till torrhamnar för transport av semitrailrar via järnväg. Intervjuer har utförts med speditörer i anslutning till hamnen för att skapa en så bra bild som möjligt av nuläget. Resultatet visar att de största volymerna i flödet av semitrailrar går till Helsingborg och Stockholm med omnejd, med Göteborg exkluderat. Det är de två områdena som visar potential för att eventuellt skapa järnvägspendlar till torrhamnar. Vid intervjuerna som utförts uttrycker speditörerna att tid är den viktigaste aspekten för deras verksamhet och kunder. Det är även anledningen till att de inte använder sig av järnvägstransport för semitrailrar, då tågen är för opålitliga och verksamheten för järnvägstransport kring Göteborgs Hamn inte har fungerat för dem hitintills. Resultatet visar även att drygt 38 procent av de importerade semitrailrarna har sin slutdestination i Göteborgsområdet och där kan naturligtvis inte järnvägstransporten konkurrera med vägtransporten på grund av det korta avståndet. För att järnvägstransporten ska kunna konkurrera med vägtransporten måste det skapas pendlar till de regionerna med större flöden för att inte förlora tid och flexibilitet gentemot vägtransporten. Dock så ger järnvägstransporten andra möjligheter än bara transport av gods. I torrhamnarna finns möjligheter för lagring av gods, som generellt är billigare än lagring i hamnen och ger samtidigt tidsvinster när den slutliga transporten till kund ska utföras, då godset är närmare kunden. Göteborgs Hamn kan konkurrera med andra hamnar som geografisk ligger närmare en viss kund, genom att fler järnvägspendlar med frekventare avgångar kan skapas och på så sätt ta marknadsandelar inom nordisk transport.