Modal shift to inland waterways: dealing with barriers in two Swedish cases

Rogerson, Sara; Santén, Vendela; Svanberg, Martin; Williamsson, Jon; Woxenius, Johan

doi:10.1080/13675567.2019.1640665

Cited by 27 publications

(22 citation statements)

References 31 publications

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“…At the same time, it should be noted that the sizable transport performance for ships means that the majority of emissions take place outside of Norway and therefore do not appear in Norway's "climate accounts". Further, although not shown here, sea transport generally also has particularly high SO2 emissions compared to road and rail [21], as the sulphur content in marine gasoil (ca. 1000 ppm) is much higher than in road diesel (around 6 ppm).…”

Section: Introductionmentioning

confidence: 70%

“…Both rail and water modes are generally more energy-efficient than road transport, and usually yield lower negative external effects per tonne-km performed. Sea transport for example tends to give lower CO 2 emissions and less externalities such as congestion, noise, and accidents, but typically has higher SOx, NOx-, and PM emissions [21]. Rail transport too, generally causes less environmental emissions and other negative externalities than road transport [7].…”

Section: Desirability Of Modal Shiftmentioning

confidence: 99%

“…However, road transport often also yields a number of negative externalities such as congestion, infrastructure wear and tear, negatively affects traffic safety, and is less suitable for bulk transport [20]. Particularly on longer distances, an advantage of waterborne transport compared to road are economies of scale, while on shorter distances, transshipment costs and ship size are less favorable [21]. Rail transport is also considered to be potentially cost-effective due to economies of scale [7] but has a number of inherent weaknesses, such as road dependency at origin and/or destination and long lead times [6].…”

Section: Modal Choices and Decision Factorsmentioning

confidence: 99%

“…On a European level, well-known examples of some of the measures described above include the EU's Marco-Polo, Ten-T, and Motorways of the Sea initiatives, as well as key elements in the EU's so-called railway packages [7,21]. Nevertheless, according to Paulsson et al [29], modal shift targets require significant further infrastructural upgrades throughout Europe, amongst others due to the lack of dedicated rail freight infrastructure and existing infrastructure being based on long-outdated traffic demand, but such upgrades are both expensive and complicated.…”

Section: Instruments and Measures For Inducing Modal Shiftmentioning

confidence: 99%

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Crossing Borders and Expanding Modal Shift Measures: Effects on Mode Choice and Emissions from Freight Transport in the Nordics

et al. 2020

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Considering the underachievement on modal shift and environmental objectives for freight transport, scholars and policy makers recurrently ask how more road freight can be shifted to rail and waterborne transport. The current study simulates transport and modal distribution effects for several scenarios in which modal shift policy measures are strengthened, expanded, combined, and harmonized across borders in the Nordics. Found transport effects were then used in an environmental model to assess implications for energy use and emissions of CO2,eq, NOx, and particulate matter, gaining insights into which policy measures are more effective or complement each other, and whether international harmonization might increase effectiveness, and modal shift. From our simulations, a Norwegian ecobonus scheme for rail yields larger modal shift away from road than a similar ecobonus for sea transport. Facilitating longer freight trains yields more modal shift but has high policy costs. Effects of harmonizing policies across Nordic countries vary but can be strengthened by combining different measures. However, even for scenarios with strong policy measures, reductions in CO2,eq emissions do not exceed 3.6% in 2030 while sometimes increasing local air pollution. Modal shift policy should therefore not exclusively be regarded as environmental strategy, although it may contribute to other policy objectives.

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Section: Introductionmentioning

confidence: 70%

Section: Desirability Of Modal Shiftmentioning

confidence: 99%

Section: Modal Choices and Decision Factorsmentioning

confidence: 99%

Section: Instruments and Measures For Inducing Modal Shiftmentioning

confidence: 99%

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Crossing Borders and Expanding Modal Shift Measures: Effects on Mode Choice and Emissions from Freight Transport in the Nordics

et al. 2020

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“…The challenge then lies in enabling IWT for smaller shippers. What could pose as a threat to IWT is the slow pace of its development (Rogerson et al, 2018), when compared to road transports where major developments take place for improving its environmental performance and complying to current production trends.…”

Section: Findings and Analysismentioning

confidence: 99%

Drivers and Barriers for Inland Waterway Transportation

Roso

Vural

Abrahamsson

et al. 2020

OSCM: An Int. Journal

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Inland waterway transportation (IWT) in Sweden could be a substitute for road transports with the prospects of improving the environmental performance. Sweden currently has no systematic strategies or policies for transports on inland waterways (IWW), and despite available capacity the waterways are barely utilized. In the Netherlands, for example, the IWW capacity is embedded in the transport system and utilized to a large extent. For a successful modal shift it is important to understand the drivers and barriers for the shift and develop strategies to leverage the drivers and mitigate the barriers. This study aims to identify drivers and barriers for IWT based on successful benchmark cases in the Netherlands. Furthermore, based on the learning from these benchmarks the study aims to point out strategic actions for Sweden regarding IWT. The data for this study was collected from IWT organizations, shippers and local administrations in the Netherlands. The results showed that main drivers for IWT are congestion relief, cost reduction and lower environmental impact. On the other hand, main barriers are slow pace of development, high investment costs and poor hinterland connectivity. For a successful modal shift in Sweden, it is crucial to prepare governmental support, a change in stakeholders' mindset, decisive attitude to modal shift process and a strong long-term perspective.

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