The digitalization strategy of logistics has points of convergence with the construction of bus infrastructure and with the care and maintenance contracting responsible for its daily trafficability.
INFRA ry's statement on the draft logistics digitalization strategy
INFRA ry thanks you for the opportunity to give a statement on the logistics digitalization strategy and states the following in its statement:
In relation to INFRA ry's business sector, the digitalization strategy of logistics has points of convergence with the construction of road infrastructure and the management and maintenance contracting responsible for its daily trafficability.
In the introduction to the strategy, improving logistics is linked to climate goals.
On page 12, it is stated as follows: "Transition of goods transport from road transport to rail transport would be a positive direction in terms of emission reductions, which would have required investments. For example, combined train truck transports are a way to reduce the carbon dioxide emissions of freight transport."
This is absolutely true. However, the partial transfer of goods transport to the railways brings e.g. additional loading and unloading costs and investment costs in the railway network. If the benefits of achieving the climate goals are estimated to be greater than the costs of moving goods transport to the railways, it is a relevant measure that should be pursued.
However, INFRA ry wants to emphasize that in a country like Finland, rubber bike traffic based on the road network will continue to be the dominant form of goods transport. For this reason, attention should also be paid to the fact that both improvements to the road network and new road investments have considerable emission reduction potential.
Regarding the measures presented in the strategy, pages 23 and 24 refer to the connection between monitoring data and road condition.
The observation is relevant. The planning and timing of daily maintenance measures, such as slip prevention or plowing, is of great importance, especially for the trafficability of the lower-level road network and the predictability of transport chains starting from the lower-level traffic network.
Similarly, paving and bridge repair contracts in particular may have a major impact on the total time of transport and thus on the functionality of the entire transport chain.
In treatment contracts, data is already being collected on various treatment procedures as a function of time and location. Connecting this information to a common logistics data bank would facilitate transport planning and optimization of transport routes. Likewise, real-time information on the progress of paving and bridge repair work would be particularly useful in this regard.