UK road freight energy use by product: trends and analysis from 1985 to 1995

Vanek, Francis; Campbell, John B.

doi:10.1016/s0967-070x(99)00024-4

Cited by 11 publications

(9 citation statements)

References 12 publications

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“…Regarding the real energy intensity index, it is important to improve the logistics, i.e. to reduce empty running, get better transport content and transport efficiency, and to achieve the suitable mix of vehicles used, in line with the measures suggested by Kamakaté and Schipper (2009) and Vanek and Campbell (1999). We also agree, as suggested by Vanek and Morlok (2000), that authorities should develop these measures paying special attention to those commodity groups that have revealed bad behaviours in the real energy intensity index.…”

Section: Transport Efficiencysupporting

confidence: 52%

“…They conclude that reductions in trucking energy use will be achieved not only through fuel economy of vehicles but also with better logistics and driving. Vanek and Campbell (1999) explore energy consumption and energy intensity trends of road transport for 14 commodity groups between 1985 and 1995 in the United Kingdom. They note the growth in length and complexity of supply chains as the main driver of increasing freight energy consumption and also identify some of the determinants of energy intensity such as the mix of vehicles used and average payload.…”

Section: Introductionmentioning

confidence: 99%

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Energy intensity in road freight transport of heavy goods vehicles in Spain

Andrés

Padilla

2015

Energy Policy

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We examine energy intensity of Spanish road freight transport over 1996-2012. We employ single-period and chained multi-period multiplicative LMDI-II decomposition. Energy intensity reduction is explained by the change in real energy intensity index. This is partially offset by the behaviour of the structural index. The attribution of Divisia indices changes gives the contribution of each commodity. a b s t r a c tThis paper examines the factors that have influenced the energy intensity trend of the Spanish road freight transport of heavy goods vehicles over the period 1996-2012. This article aims to contribute to a better understanding of these factors and to inform the design of measures to improve energy efficiency in road freight transport. The paper uses both annual single-period and chained multi-period multiplicative LMDI-II decomposition analysis. The results suggest that the decrease in the energy intensity of Spanish road freight in the period is explained by the change in the real energy intensity index (lower energy consumption per tonne-kilometre transported), which is partially offset by the behaviour of the structural index (greater share in freight transport of those commodities the transportation of which is more energy intensive). The change in energy intensity is analysed in more depth by quantifying the contribution of each commodity through the attribution of changes in Divisia indices.

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Section: Transport Efficiencysupporting

confidence: 52%

Section: Introductionmentioning

confidence: 99%

Energy intensity in road freight transport of heavy goods vehicles in Spain

Andrés

Padilla

2015

Energy Policy

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“…The fundamental factors thus far described may vary depending on the industrial sector considered (Pimentel et al, 2004), the nature of the product distribution operation (Ang-Olson & Schroeer, 2002;Browne et al, 2005), the type of freight transported (Vanek & Campbell, 1999;Vanek & Morlok, 2000) and the type of vehicle used (Saari et al, 2007;Saricks et al, 2003). This study analyses the data for the freight transport sector as a whole, which includes both road and rail.…”

Section: Fundamental Factors That Influence External Costsmentioning

confidence: 99%

Changes in the external costs of freight surface transport In Spain

Pérez-Martínez

Vassallo²

2013

Research in Transportation Economics

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a b s t r a c tThis paper studies the external costs of surface freight transport in Spain and finds that a reduction occurred over the past15 years. The analysis yields two conclusions: trucks have experienced a reduction in external costs, and rail has lower externalities. The external costs of road freight transport decrease between 1993 and 2007 (44%). The external costs of rail freight increase by 12%. During this period, the external costs of road freight related to climate increase by 16%, oppositely than those from air pollution and accidents (51 and 44%). The external costs of rail related to pollutant emissions and climate increase by 4% and 43%. Oppositely, the external costs related to accidents decrease by 27%. Road freight generates eight times the external costs of rail, 2.35 Euro cents per tonne kilometre in 2005 (5.6% accidents, 74.7% air pollution and 19.7% climate) vs. 0.28 (13.4% accidents, 53.9% air pollution and 32.7% climate).

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“…For most of the industrialized nations, the breakdown of industrial energy use by product sector has been relatively well researched, and this data are available in time series format. Data on energy use in freight by product type is less well researched (see discussion by Vanek and Campbell, 1999), and the division of energy use in retailing by product type is even less well understood. Likewise, information about passenger transport activity by purpose is generally available, so energy use and other types of impact can be deduced, but the breakdown of energy use in the industrial sector between the two streams is less clear.…”

Section: Toward An Improved Understanding Of the Matrix And Related Dmentioning

confidence: 99%

“…The remainder is then attributed to the product stream, broken into the three substreams, using data on energy use by industrial sector. Data on energy use in freight transport are not gathered directly on a product-by-product basis, so this element must be estimated using vehicle use statistics by product and levels of energy use for different vehicle use, which is undertaken in Vanek and Campbell (1999).…”

Section: Appendix: Details Of Calculation Of Uk System-stream Energy mentioning

confidence: 99%

The sector–stream matrix: Introducing a new framework for the analysis of environmental performance

Vanek

2002

Sustainable Development

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Environmental strategy is currently in transition from a reductionist view of individual technologies in isolation to a holistic and interdisciplinary view of the relationship between society, technology, and environmental impact. As a contribution to this larger effort, this paper uses a systems analytic approach to develop a 'sector-stream matrix' of functions and objectives that have an impact on the environment. In particular, the overall 'built-and-natural-environment system' is divided into two subsystems, labeled the 'people' and 'product' streams; analysis of the two streams can be used both qualitatively and quantitatively in order to gain insight into the causes of environmental impact. As an example of the latter, an application of the sector-stream matrix to the breakdown of energy use in the UK is presented. Advantages of the matrix approach over the traditional division into sectors (industrial|transport|other) and other applications and side issues are discussed. Copyright © 2002 John Wiley & Sons, Ltd. and ERP Environment.

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UK road freight energy use by product: trends and analysis from 1985 to 1995

Cited by 11 publications

References 12 publications

Energy intensity in road freight transport of heavy goods vehicles in Spain

Energy intensity in road freight transport of heavy goods vehicles in Spain

Changes in the external costs of freight surface transport In Spain

The sector–stream matrix: Introducing a new framework for the analysis of environmental performance

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