Assessments of measures for the greening of transport ...

CLOSERLindholmenScienceParkABBox807740278Göteborg

AssessmentsofmeasuresforthegreeningoftransportlogisticssystemsfromthreeusecasesintheSwedish

sectionoftheScandinavian–Mediterraneancorridor

FINALREPORTFROMTHEPROJECTGETGREENER

FRANSPRENKERTÖREBROUNIVERSITYSCHOOLOFBUSINESS

MAGNUSSWAHN

NTM/CONLOGIC

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©CLOSERandtheauthors2017.CLOSERencourageusingthematerialinthisreportforpersonalandresearchuseaslongasthesourceisacknowledged.Commercialuseand/orreproductioninanyformprohibitedwithoutpriorwrittenconsentfromthecopyrightholders.Toreferencethisreport:CLOSER(2017).AssessmentsofMeasuresfortheGreeningofTransportLogisticsSystemsfromthreeUseCasesintheSwedishSectionoftheScandinavian-MediterraneanCorridor.Gothenburg:CLOSER.

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PrefaceThisreportconstitutesthefinalreportingfromtheprojectGETGreener.GETGreenerstartedasaninitiativebyCLOSER,andwasfinancedbytheSwedishTransportAdministration(Trafikverket,TrV).TheprojectstartedinSeptember2016andendedinMarch2017.Wewishtothankalltherespondentsinparticipatingorganizationsforunselfishlyhavingsharedtheirtime,dataandinvaluableknowledge.Wealsoacknowledgethevaluableinputfromthemembersoftheprojectgroupduringtheentireproject.Wearealsoindebtedtoinputfromthemembersofthereferencegroup,whichhelpedensurerelevanceandqualityofthework.NicklasBlidberg,CLOSER

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TableofContentsPreface..............................................................................................................................3

TableofContents.............................................................................................................4

ExecutiveSummary.........................................................................................................6

Svensksammanfattning...............................................................................................13

Listoftermsandabbreviationsused..........................................................................20

1Introduction................................................................................................................22

2Scope...........................................................................................................................232.1AimandpurposeofGETGreener.......................................................................................................................232.2Scope...............................................................................................................................................................................232.3Environmentalconsiderations............................................................................................................................232.4Organizationoftheproject...................................................................................................................................243Background-Sustainablelogistics:opportunityorthreat?..................................253.1Shippers.........................................................................................................................................................................263.2Transportcostsandproductivity.......................................................................................................................273.3Climatechange...........................................................................................................................................................303.4Concludingremarksonsustainablelogistics................................................................................................334Methodology...............................................................................................................344.1Somefundamentalassumptions.........................................................................................................................344.2Definitionsandlimitations....................................................................................................................................344.3Theimportanceoflead-users..............................................................................................................................384.4Caseanalysis................................................................................................................................................................394.5Assessingpotentialeffects....................................................................................................................................404.6Workingwiththetoolboxandidentifyingmeasures................................................................................415TheRoadUseCase.....................................................................................................445.1BusinessrationaleslinkedtoprofitabilityandGHG-emissions............................................................445.1.1Collaborativebusinessmodels(FTLandLTL)..........................................................................................455.1.2IntroductionofLNG/LBGbasedpropulsion...............................................................................................455.1.3ProposedamendmentofDirective96/53/EC...........................................................................................46

5.2HighCapacityTransport(HCT)..........................................................................................................................475.3Leaduser:DBSchenker..........................................................................................................................................485.3.1Challengesfortheduotrailer...........................................................................................................................495.3.2.Factsontheduotrailer......................................................................................................................................505.3.3Conclusions...............................................................................................................................................................515.3.4Sensitivityanalysis.................................................................................................................................................53

5.4Leaduser:PostNord.................................................................................................................................................545.4.1Challengesfortheduotrailervehicle...........................................................................................................555.4.2.Transportfacts.......................................................................................................................................................555.4.3Conclusions...............................................................................................................................................................565.4.4Sensitivityanalysis.................................................................................................................................................58

5.5Discussion:CoreissuesfromtheRoadcases................................................................................................58

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6TheRailwayUseCase................................................................................................626.1Currentissuesfortherailwaysystem..............................................................................................................626.1.1Leaduser:ScandFibreLogistics(SFL)..........................................................................................................626.1.2Adedicatedrailwaysystem...............................................................................................................................64

6.2IssuesforSFL..............................................................................................................................................................656.2.1LongerandHeavierTrains(LHT)..................................................................................................................676.2.2Thedigitizationoftherailwaytransportationsystem.........................................................................68

6.3Measuresandperformanceassessments.......................................................................................................706.3.1LongerHeavierTrains.........................................................................................................................................706.3.2AnalysisofLHT........................................................................................................................................................716.3.3Digitizedrailway....................................................................................................................................................756.3.4Analysisofdigitizedrailway.............................................................................................................................766.3.5Sensitivityanalysis.................................................................................................................................................77

6.4Discussion:CoreissuesfromtheRailwaycase............................................................................................786.4.1HCTRail......................................................................................................................................................................786.4.2DigitizationofRail.................................................................................................................................................79

7TheInfrastructureUseCase......................................................................................817.1Leaduser:SwedishTransportAdministration............................................................................................817.1.1Generalaspectsoftraffictunnels....................................................................................................................81

7.2TheVarbergtunnelproject...................................................................................................................................827.3IdentificationofmeasuresfromtheTrVcase...............................................................................................847.3.1Afour-stepguideforinfrastructureprojects.............................................................................................847.3.2Identifyingmeasures............................................................................................................................................85

7.4Analysisandperformanceassessments..........................................................................................................867.5Discussion:CoreissuesfromtheInfrastructurecase...............................................................................888Discussion...................................................................................................................908.1Implicationsfortheroadusecase.....................................................................................................................928.2Implicationsfortherailusecase........................................................................................................................928.3ImplicationsforTrV.................................................................................................................................................938.4ImplicationsfortheSwedishpartoftheScanMedcorridor...................................................................948.5Recommendations....................................................................................................................................................958.5.1RecommendationsforTrVastheinfrastructureowner.......................................................................958.5.2Recommendationtoshippersandserviceprovidersinthesector...................................................95

8.6PostScript.....................................................................................................................................................................96References.....................................................................................................................97

AppendixA:SummaryoftheSwiftlyGreenproject...................................................99

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ExecutiveSummaryIntroductionandpurposeofGETGreenerWhilemanyinitiativesandmeasuresexistthatholdthepotentialforgreenertransportsandlogisticssystems,studiesshowthattherelativeimportanceofenvironmentalefficiencyfortransportpurchasingmanagershasbeenonthesamelevelsincetheearly2000s.Thereseemtoexistagapbetweenidentifiedmeasuresandlarge-scaleindustryimplementation.Inanattemptatclosingthisgap,CLOSERtooktheinitiativetothisinvestigationintotheexistingmeasuresfromtheprojectsSwiftlyGreen(Sweden-ItalyFreightTransportandLogisticsGreenCorridor)andGreCORintheprojectreportedherecalledGETGreener.TheinvestigationhasbeenfinancedbytheSwedishTransportAdministration(Trafikverket,TrV)ThisreportaccountsforthemethodologiesandresultsofGETGreener.Theaimoftheprojectwastoidentify“low-hangingfruits”amongthemorethan130measuresidentifiedintheprojectSwiftlyGreen.Thesemeasuresarealsoreferredtoasthe‘toolbox’.ThepurposeoftheprojectwastoidentifymeasuresfromtheSwiftlyGreencollectionofmeasuresthatcanbeimplementedwithinanearfutureintheSwedishsectionoftheScanMedcorridorandcontributetosignificantreductionsinemissionsofgreenhousegases.OverallresultsandrecommendationsImplementingmeasuresalwaysentailcosts.Oneissuetomanageinthesecircumstancesiswhowillbearthecostforagivenmeasure.Thisissueisgenericandisemphasizedregardlessofmodality,measureorcontext.Atagenerallevel,itisaquestionofhowcosts,benefits,responsibilities,ownership,maintenanceandinvestmentsaredistributedamongasetofheterogeneousactorsinacomplexsocio-technical-economicmatrix.Inthiscaseithastodowithtransportsandtransportsystemsandtheinitiatives,measuresandattemptsthatexisttomakethesemoresustainable.However,iftheseissuescanbeovercome,ourresultsindicatesomeconsiderablepotential.OurresultsindicatethatbysystematicallyandpersistentlyimplementingtwoorthreemeasuresfromthetoolboxitispossibletoreachtheambitiousGHG-emissionstargetsfromtransportssetbytheSwedishgovernmentalreadybefore2030.

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CombiningHCT-roadmeasuressuchaslongertruckstoallowfor34m1vehiclesfuelledbyHVOwithlongandheavy730m-trains(LHT)onthecorerelationMalmö–HallsbergoftheScanMedcorridoralonecreatesreductionsinGHG-emissionsonascalethatenablesthetransportsectortoreachitsemissiontargets.Thisleadsustoconcludethattherearenosignificanttechnicalobstacleshinderingachievingthetargets.AlthoughconsideringtheresultsofthisreportfromanEU-wideperspectivechangesthissomewhat.EspeciallytheavailabilityofbiomassforbiofuelssoonbecomesabottleneckiftheentireEUchosestogointhatdirection(whichprobablyisunlikely,butnevertheless,itmustbeconsidered).Weneedtofindholisticsolutions,whilelettingsomecountriestakealeadingroleincertainareas.ThisisanexampleofwhereSwedencanleadthewayinbio-basedfuelssuchasHVOaimingatreducingthelevelofpalmoilcontentetc.FromastrictlySwedishnationalperspective,theobstaclesthatexistaremoreoflegal,regulative,organisationalandeconomiccharacter.Tofullyharnessthepotentialidentifiedinthisreport,issuessuchasEU-regulationconcerningHCT-road,thedevelopmentofopenbusinessmodels,neglectedinfrastructuremaintenanceandinvestments,andtheharmonizingofrailwayregulationsandcontrolacrossEuropemustbedealtwith.

• WerecommendthatTrVtakealeadingroleinensuringmaintenanceandinfrastructureinvestmentstoenablemoreHCT-roadaswellasLHT.Roadandrailarenotopposingpartiesinazero-sumgameinthis,butcomplementeachotherinmovingtowardsagreentransportsystem.

• Werecommendbusinessactorsinthesectortoworkondevelopingmoreopen

businessmodelsthatenablescooperationandmoresystematicsynchronizationandcoordinationofcargoflows.

• Werecommendpolicyinstitutionsandregulatorstocreatelong-term

systematicregulationsthatensuresthatherulesofthegamearecoherent,stableandgearedtowardscreatingafossilfreetransportationsystemin2050atlatest.

Inaddition,thefollowingmorespecificrecommendationsaregiven.RecommendationsforTrVastheinfrastructureowner:

• Securecompetenceandknowledgeonwhatmechanismsthatcanbeusedtodistributebenefitsandresponsibilitiesandusethesestrategicallytogreenthetransportsystem

• PrioritizeinvestmentsinrailinfrastructuretoenableanaccelerationoftheutilizationofLHT

1 The HCT configurations in this report are 32 meters, but in order to enable two 45 feet containers, 34 meter is needed.

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• Prioritizeinvestmentsinrailinfrastructurethatenablesafurtherandsmoothershiftfromroadtorailtransports–forexamplebymakingHallsbergshuntingyardastate-of-the-artnodeinScandinaviaandSävenässhuntingyardinGothenburganoceangate,andMalmöshuntingyardcapableofmanagingLHTfromthecontinent.

• UsethemethodologyfromthisreporttoidentifypotentialmeasuresandassesstheirTRLandMRL.

Recommendationstoshippersandserviceprovidersinthesector:• LearnhowtobecomeanefficientnetworkactorintheSwedishtransportation

sector• Learnhowtoopenupyourbusinessmodeltootheractorsinthesector,without

unacceptableincreasesofbusinessrisk• Ensurethatyourbusinessmodelisalignedwiththedevelopmenttowards

greenertransportsystems• Ensurethatyouareanimportantactorforothers–forexamplebyenhancing

yourbusinessmodelorthroughstrategiccollaboration• Cooperateandcollaboratewithotheractorsinordertorealizepotentialsand

revenuesthatareotherwiseinaccessible• Becomeawizardatunderstandingthemechanismsbywhichrewardsand

responsibilitiesaredistributedamongactorsinyourparticularnetwork• Learnhowtoleveragethesustainability-aspectsofyourroleinthetransport

systemResultsfromtheRoadusecaseHCT-roadInthiscasewehaveexploredthreemeasuresinthetoolbox.First,largervehiclesthroughamendmentofDirective96/53/EC,wherethepotentialcostandemissionsavingsaresubstantial.Second,Increasingloadfactorthroughacollaborativebusinessmodel(FTLandLTL),whereourcasesinvolvedtwolargetransportoperatorsco-loadingthecargoofseveralshippers.Cargovolumesinbothdirections,thatis,achievingsufficientloadfactorsisapre-requisiteforlargervehicles.Third,usingalternativefuelsbyintroducingLNG-basedpropulsionindicatessmallclimategainsasthisfuelisbasedonfossilgas.Ifthegasisbasedonbiomassithasasubstantialreductionpotential.Anotherdrawbackisthatacompressionenginerequiresacertainfractionofdieselforignition.SincegasfuelsareincompatiblewithfluidfuelsthestudyalsolookedintoHVOasanoptionalrenewablefuelthatiseasiertointroduce,asitisfullycompatiblewithpresentdieselfuelandengines.Thisfuelindicatesveryhighsavingpotentials.ConclusionsfromtheHCT-roadGeneralconclusionsfromtheroadusecaseare:

• Fromacostsavingperspectivetheduotrailervehicleprovidesabettersolutionas100%morevolumecargocanbeloadedincomparisontotheTractorand

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singlesemitrailerand30%morevolumecargocanbeloadedincomparisontothe25.25mvehiclemeanwhileitonlyrequiresonedriver.Equipmentalsoseemstobelessexpensiveandisusefulinotherapplications.

• CoordinationofcargoflowsisneededtoutilizelargerHCT-vehicles• Forswiftintroductionofrenewablefuelsitneedstofitsmoothlyintothepresent

propulsionsystems• Trafficsafetyisnotsignificantlyaffectedbytheduosemitrailer.• Functionalityofservicesisfairlysimilar.Oneadvantagemaybethatthesemi-

trailercanbedeliveredtotheshipperearlyinthedayforloadingandpickedupintheafternoon.

• Qualityisnotinfluencedsincethiscontainsthesamehandlingandservice.• Minoroperationalchallengesoccurwhenconnectinganddisconnectingtheroad

train.Aconcludingremarkisthatwepresentlyseemtohaverelevantknowledgeandtoolstode-carbonizethelong-haultransport.Thechallengingquestionishowtoscalethisupinasustainableway.ResultsfromtheRailusecaseLongheavytrains(LHT):OurresultsshowthatwhileLHTalonecreatesverysmallaggregatedsavings,thismeasuredoescreateamoreenvironmentallyefficientsolutionastheGHG-emissionspertoncargotransporteddecreases.ThismeansthatbyincreasingthisLHToperationitself,thetotalCO2-emissionsincreasebutitassumesthatitwilleliminateothertransportsolutionswithhigherGHG-emissions.TheCO2-emissionspertongoodstransporteddecreasesthroughtheLHT,howeverthesedecreasesarequitesmallascomparedtotheeffectsfromthisincombinationwithashiftfromroadtorail.Ourscenario-analysisfromtherailusecaseclearlyshowsapotentialforGHG-emissionssavings,especiallywhencargoisshiftedfromroadtorail.Whengoingfromarelativelysmallshifttoalargerwithincreasingvolumesofcargogoingfromroadtorail,thesavingsislinearinrelationtotheamountsofcargovolumestransferred.ThisisbecausetherelativeshareofGHG-emissionsfromrailcomparedtoroadissosmall,andbecausethelengthofthestretchisassumedequalforbothroadandrail.

• A10%shiftresultsin28169tonnesCO2einannualsavings.• A30%shiftresultsin84505tonnesCO2einannualsavings.• A50%shiftresultsin140843tonnesCO2einannualsavings.

ConclusionfromLHT:DuetothelinearrelationshipbetweencargovolumesandGHG-savingsintheSwedishpartoftheScanMedRFC,thetotalGHG-emissionssavingsequalsthatofthemagnitude

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oftheshiftitself.Ourresultsshowthata10%shiftfromroadtorailrendersa10%decreaseinGHG-emissions,a30%shiftrendersa30%decrease,anda50%shiftrendersa50%decrease.ThisconclusionisvalidforboththeusecaseaswellasfortheSwedishpartoftheScanMedcorridorwithreasonablereliabilitybecauseitislargely(withinreasonableframes)scale-independent.Thismeansthatascargoshiftsfromroadtorail,thesavingsfromdecreasedemissionsfromroadtransportsaresosignificantandtheincreaseinemissionsfromrailsoinsignificantsothatthetotalGHG-emissionssavingsequalsthatofthemagnitudeoftheshiftitself.Digitizationofrail:ThedigitizationoftherailwayinitselfcreatelittleorimmeasurabledirecteffectsonGHG-emissions.However,theindirecteffectsaremeasureable.Ourresultsshowthatinthecurrentuse-casescenarioderivedfromanestimatedmodest2%shiftfromroadtorail,773tonsGHG-emissionswouldbesavedeveryyear.Iftheshiftis10%thesavingis3864tonsannuallyinthisusecase.Conclusionsfromthedigitizationofrail:Themainargumentforinvestinginthedigitizationoftherailwayisnotprimarilybecauseitsgreeningeffects,neitherindirectnordirect,ratheritisduetoaperceivedneedtoconstantlyincreasetheservicelevelofthetransportofferingtocustomersinordertomakerailamoreattractiveoptionfortransportbuyers.Theirmainrequirementisservicereliability.Ifthisisneglected,thereisariskthattherailoptionbecomeslessattractive.ResultsfromtheinfrastructureusecaseTheVarbergtunnelInfrastructureprojectsareinitiatedbynumeroussocietalneedsbutpoliticallydecidedandpubliclyfunded.Thissuggeststheinvolvementofmanyenvironmentaldimensions–notleastwhenitcomestorailwayinfrastructuresuchasthetunnelunderneaththecityofVarberg.Mostenvironmentalaspectsareconsideredduringtheenvironmentalconsequencesanalysisphase(“miljökonsekvensbeskrivning”inSwedish)thattogetherwiththerailwayinvestigation(“järnvägsutredning”inSwedish)andtherailwayplanconstitutesdecisionsupportwhendecidingoninfrastructureprojects.

Basedontherailwayinvestigationandtherailwayplantheenvironmentalconsequencesofthenewtunnelhavebeenassessedinfluencingtheconditionsthatneedtobefulfilledbytheconstruction.Manyconstraintsexist:local,regionalandnational.Ontopoflocalandregionalrequirementsthenationalrailwayrequirementsisamajorconstraintthatmustbefulfilled.Thiscreatesvariousformsofmoreorlessfar-reachingcompromisesolutions.Althoughthereisaformalrequirementtocarryoutafinal

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climateanalysisofrailtunnelprojects,presentlyitseemsthatotherconsiderationsareperceivedasmoreimportant.Onemanifestationofthisisthat,atthemoment,therearenostringentformatrequirementsonthisreportthatwouldmakefeedbackmoreaccessible.Thereareinotherwordsstillrisksthatpreviouslymademistakescouldberepeated.

Inaddition,intheprocessofprocurementofmaterialandconstructionprocessesthereisageneralconcerntonotexceedregulationslinkedtopublicprocurementregulations.Thereisananxietytoestablishconditionsthatmaycausecompetitivedistortionthatcanbeappealed.Ingeneralthisseemstobeanareathatcanbeimprovedtoenableknowledgetransfersfromothertypesofpublicprocurementprocesses.

ConclusionsfromtheVarbergtunnel:Ourresultsshowthateveryinfrastructureprojecthasitsuniquecharacteristicswhenitcomestogeography,geology,demographyandpoliticalprocesses.Acknowledgingthis,theplanningandconstructionprocessoverallisgoodalthoughtheconstructionseemstobetraditionalandhighlydependentoncertainindividualsandtheirskillsandexperiencesfromearlierprojectsinSweden.However,thiscanmaketheprojectvulnerableandsusceptibletoinconsistentpracticesandlackingofsystematicknowledgetransfers.Whilethereexistinternationalbenchmarkingonhowcomparabletrafficinfrastructureprojectsarecarriedoutandonhowspecificrequirementshavebeensolved,itseemsthatthisisnotharnessedinasystematicwayintheVarbergtunnelusecase.Themeasuresinthetoolboxontheseissuesremainunknownandunusedwhenitcomestothistypeofinfrastructureissues.Whileexperiencefromothernationaltunnelprojectsareused,structuresforsystematicfeedbackofexperiencesfrompreviousinternationaltunnelprojectsarenotfullyinplace.Methods:HowwearrivedattheresultsThisprojectisbasedonacase-studymethodologyandcomprisesthreecaseseachonewithitsindividualcharacteristics,issuesandcontexts,butwiththecommondenominatorthattheyallrelatetothecargoflowsintheScanMedcorridorinSweden.Thethreecaseschosenarethatofaroadusecase;arailusecaseandaninfrastructureusecase.Foreachusecasesomelead-userswereidentified.Lead-usersareactorsthatareontheforefrontofdevelopmentsinitsrespectivefield,andthatcanbeconsideredforerunnersregardingtechnologies,organisation,volumesorresponsibilities.Theyareactorsthathaveasayinthesectorinwhichtheyoperate.Theseleadusersandtheusecasesserveascontextsagainstwhichmeasuresinthetoolboxareassessedforeaseofimplementation.Thetablebelowsummarizestheusecasesandtheleadusersofthisproject.

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Case Usecase Usecase

illustrationMeasureintoolbox

Road HCTRoad

DBSchenker

• Collaborativebusinessmodels(FTLandLTL)

• IntroductionofLNG-basedpropulsion

• AmendmentofDirective96/53/ECPostNord



• AmendmentofDirective96/53/ECRail HCTRail ScandFibre

Logistics(SFL)

• Marathon-Longerandheaviertrains(LHT)

DigitizationofRail ScandFibreLogistics(Transwaggon)

• Digitalenquiryformforfreightwagons(RFIDchip)

• Arrivalestimationforfreightvehicles(freightvehicletrackingdevicesusingGPS)

Infra GreenInfrastructure Trafikverket • Recyclingoftunnelspoil• Thermaluseofdrainagewater• Unreinforcedtunnelinnerlining• Tunnelliningpotentialenergyexploitation

• 3Dtemperaturemountainmapping• Tunnel3Dsurfacemapping

Weusedtheusecasesasabackdropagainstwhichthemeasuresinthetoolboxwereassessedforrelevanceandeaseofimplementation.Toassessthereadinessforimplementationweusedthetechnology-andmarketreadinesslevelscales(TRL/MRL)fromtheSwiftlyGreentoolbox.Forameasuretobeconsideredhavinganimplementationpotentialitmustscoreatleastalevel7(pilottest)inrelationtothespecificusecaseinquestion,tobeeligible.Oncethemeasurewasidentifiedweassessedtheeffectsofitsimplementationattwolevels:First,forthespecificcasesinquestion;andsecond,fortheSwedishpartoftheScanMedcorridorasawhole.Thislatterassessmentwasmadewiththerespectivecaseasabasis,howeverresultsfromsuchanupscalingmustalwaysbeinterpretedwithcareanddependsheavilyontheassumptionsmade.Theseassumptionsareaccountedforanddiscussedindetailwhenthisanalysisisperformedandinthemethodssection.

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SvensksammanfattningIntroduktionochsyftetmedGETGreenerDetfinnsenmängdinitiativochåtgärdermedpotentialförgrönaretransporterochlogistiksystem.Trotsdettavisarstudierattförtransportköpareliggerdenrelativabetydelsenavmiljörelateradeeffekteravtransporterpåsammanivåsomsedanbörjanav2000-talet.Dettycksfinnasettglappmellandeåtgärdersomfinnsochhurbranschenimplementerardem.IettförsökattminskadettaglappharCLOSERinitieratengenomgångavdeexisterandeåtgärdersomidentifieradesiprojektenSwiftlyGreen(Sweden-ItalyFreightTransportandLogisticsGreenCorridor)ochGreCOR.IdennarapportrapporterasresultatenfråndettaarbeteinomramenförettprojektsomheterGETGreener.ProjektetharfinansieratsavTrafikverket(TrV).IdennarapportredogörsfördemetoderochresultatsomGETGreenergenererat.Målsättningenmedprojektetvarattidentifierasåkallade”lågthängandefrukter”blanddemerän130olikaåtgärdersomidentifieradesiSwitflyGreen.Dessaåtgärderhänvisasocksåtillsom“toolboxen”.SyftetmedprojektetvarattidentifieraåtgärderuttoolboxensomharpotentialattimplementerasinomenintealltföravlägsenframtididenSvenskadelenavScanMed-korridorenochsombidrartillensignifikantminskningavutsläppavväxthusgaser.ÖvergripanderesultatochrekommendationerAttimplementeraåtgärdermedföralltidkostnader.Enviktigfrågaatthanteraidessasammanhangärvemsombärkostnadernaförengivenåtgärdsimplementation.Dennafrågaärgeneriskochbetonadoavsettmodalitet,åtgärdellerkontext.Påengenerellnivåärdetenfrågaomhurkostnader,nyttor,ansvar,ägarskap,underhållochinvesteringardistribuerasblandettantalheterogenaaktöreriettkomplextsocio-tekniskt-ekonomisktsammanhang.Idettaprojekthandlardetomtransporterochtransportsystemochdeinitiativ,åtgärdarochförsökattgöradessamerhållbarasomförnärvarandeexisterar.Kanmanhanteradessafrågorsåvisarresultatenfrånprojektetpåenickeoväsentligpotential.ResultatenpekarpåattgenomattsystematisktochihärdigtimplementeratvåellertreåtgärderfråntoolboxensåärdetmöjligtattnådeambitiösautsläppsmålenfråntransporteruppsattaavdenSvenskaregeringen,redanföre2030.

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GenomattkombineraHCT-vägåtgärderiformavlångalastbilarochtillåta32-metersbilarsomgårpåHVO-bränslemedlångatunga730-meterståg(LTT)påkärnrelationenMalmö–HallsbergiScanMedRFCsåkanmanenbartmeddessaåtgärdermöjliggöraattnåsektornsutsläppsmål.Dettaedertillslutsatsenattdetärintetekniskahindersomhindrarattmannårutsläppsmålen.Dehindersomexisterarärsnarareavlegal,regulativ,organisatoriskochekonomisktkaraktär.FöratttillfullorealiseradenpotentialsomidentifierashärsåmåstefrågoromEU-regleringaravHCT-väg,utvecklingenavöppnaaffärsmodeller,eftersattinfrastrukturunderhållochinvesteringar,ochharmonieringenavjärnvägensregleringochstyrningiEuropa,lyftasuppochåtgärdas.

• VirekommenderarattTrVtarenledanderollförattsäkerställaunderhållochinvesteringariinfrastrukturförattmöjliggöraenexpansionavHCT-vägsåvälsomLTT.Vägochjärnvägärintekontrahenteriettnollsummespel,utankomplementäradådetgällerattförflyttaossienriktningmotgrönaretransportsystem.

• Virekommenderaraffärsdrivandeorganisationerochföretagibranschenatt

arbetamedattöppnauppsinaaffärsmodellerförattmöjliggörautökatsamarbeteförattmersystematisktsynkroniseraochkoordineravaruflöden.

• Virekommenderaroffentligaaktörerochpolicymakersattskapalångsiktigt

systematiskaregleringaravbranschensomsäkerställerattdetfinnsenhetliga,stabilaochmeningsfullaregelverksomsyftartillattskapaettfossilfritttransportsystemsenast2045.

Utöverdettagesföljandemerspecifikarekommendationer:RekommendationerförTrV:

• Säkerställkompetensochkunskapomdemekanismersomfinnsförattdistribueranyttorochansvarochanvänddessastrategisktförattmiljösäkratransportsystemen

• PrioriterainvesteringariinfrastrukturförattmöjliggöraenaccelerationavnyttjandetavLTT

• Prioriterainvesteringarijärnvägsinfrastruktursommöjliggörettutökatochsmidigtskiftefrånvägtilljärnväg–exempelvisgenomattgöraHallsbergsrangerbangårdtillenstate-of-the-artnodiSkandinavienochSävenäsrangerbangårdIGöteborgtillenoceangateochMalmörangerbangårdutrustadföratttaemotLTTfrånkontinenten

• AnvändmetodologinfråndettaprojektförattidentifierapotentiellaåtgärderochbedömdessTRLochMRLförlämplighetochpotentielltinförande

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Rekommendationertillvaruägareochlogistikaktörer:• LärerhurmanblireneffektivnätverksaktöridenSvenskatransportsektorn• Lärerhurnikanöppnaupperaaffärsmodellertillandraaktöreribranschen

utanattskapaoacceptabelthögaaffärsrisker• Säkerställatteraffärsmodellliggerilinjemedutvecklingenmotgrönare

transportsystem• Säkerställattniärenviktigaktörförandra–tillexempelgenomattstärkaupp

affärsmodellengenomstrategiskasamarbeten• Samarbetaochsamverkamedandraaktörerförattrealiserapotentialersom

annarsäroåtkomliga• Bliextremtbrapåattförstådemekanismersomfördelarochdistribuerarnyttor

ochansvarblandaktöreriertspecifikanätverkssammanhang• Lärerhurnikananvändaerrollförattskapahävstångseffekteri

transportsystemetförattskapahållbarasystemResultatfrånväg-casetHCT-vägIdettacaseharviutforskattreåtgärderfråntoolboxen.Denförstaärstörrefordongenomtilläggettilldirektivet96/53/ECdärdepotentiellakostnadsbesparingarnaochutsläppsminskningarnaäravsevärda.Denandrahandlaromattökafyllnadsgradergenomsamarbetsorienteradeaffärsmodeller(FTLochLTL).Härstuderarvitvåspeditörersomsamlastargodsfrånfleravaruägareilångaochtungabilar.Dentredjehandlaromalternativabränslen.AttintroduceraLNG-baseradeframdriftsystemtyderpåsmåmiljöeffekterdådettaalltjämtärenfossilbaseradenergikälla.Omgasenärgjordpåbiomassahardetdäremotenavsevärdreduktionspotential.Menennackdelärattenkompressionsmotorkräverenfraktionavvanligdieselibränsletförattkunnaantändabränsleblandningen.Eftersomgas-baseradebränslenärinkompatiblamedflytandesåharviiställettittatpåHVOsomettalternativsomärenklareattintroduceraeftersomdetärfulltutkompatibeltmedexisterandedieselbränslenochmotorer.Dettabränslealternativärheltbiobaseratochvisarpåstorreduktionspotential.SlutsatserfrånHCT-vägDeallmännaslutsatsernafrånHCT-vägärföljande:

• Frånettkostnadsperspektivärduo-trailerfordonetenbralösningdå100%mervolymlastkanlastasijämförelsemedenbilmedsemitrailer,och30%merlastkantasjämförtmed25,25-metersfordonettrotsattdetendastkräverenförare.Utrustningenverkardessutomvarabilligareochärocksåanvändbariandraapplikationer.

• KoordineringavvaruflödenkrävsförattkunnautnyttjastörreHCT-fordon• Introduktionenavförnybarabränslenmåstepassasinibefintligalösningarpåett

smidigtsätt• Trafiksäkerhetenpåverkasintenämnvärtavduo-semitrailern

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• Servicefunktionalitetenärganskalikaideolikaalternativen,mensemitrailernharenfördelmedattdenkananländatillenvaruägarepåförmiddagen,lastasunderdagenochsedanhämtasuppigenpåeftermiddagen.

• Kvalitetenpåverkasinteeftersomsammahanteringochservicekrävsförallaalternativ.

• Mindreoperativautmaningaruppstårisambandmedattvägtågetkopplasihopochisär.

Avslutningsvisnoterarviattviförnärvarandeverkarhadenödvändigakunskapernaochverktygenförattkunnaskapafossilfrialångvägatransporter.Fråganärhurvifårdetattskeistorskalapåetthållbartsätt.Resultatfrånjärnvägs-casetLångatungatåg(LTT)Resultatfrånsåväluse-caseanalysenochkorridoranalysenpekarpåattävenomLTTisigknappastskaparnågrastörreaggregeradeutsläppsbesparingaromdetjämförsmedandraredanmiljövänligatåglösningar,såmedförLTTmiljömässigtmereffektivalösningardåväxthusgasutsläppenpertransporterattonlastminskar.DettabetyderattdetotalaCO2-utsläppenökar,menattCO2-utsläppenpertontransporteratgodsminskar.Dennaminskningärdockförhållandevislitenijämförelsemeddeeffektersomdettahariformavöverflyttningfrånvägtilljärnväg.Vårascenarioanalyserfrånjärnvägscasetvisarpåenpotentialförminskadeutsläpp,särskiltdålastflyttasöverfrånvägtilljärnväg.Ommangårfrånettganskalitetskiftetillettstörresåärbesparingenlinjäriförhållandetilldevolymeravgodssomöverflyttas.Dettapågrundavattdenrelativaandelenavutsläppfrånjärnvägiförhållandetillvägärsmåochpågrundavattsträckanantasvaralikalångförvägochjärnväg.

• En10%överflyttningresulterarienårligutsläppsbesparingom28169ton• En30%överflyttningresulterarienårligutsläppsbesparingom84843ton• En10%överflyttningresulterarienårligutsläppsbesparingom140843ton

SlutsatserfrånLTT:SomettresultatavdetlinjärasambandetmellanfraktvolymerochutsläppsbesparingaridenSvenskadelenavScanMedRFCsåutgörmagnitudenavdetotalautsläppsbesparingarnamotsvarandestorlekenpåskiftetsomsådant.Resultatenvisarattom10%godsskiftassåfårmanen10%minskningavutsläpp.Om30%skiftasminskarman30%iutsläppochom50%skiftassåminskarman50%iutsläpp.Dettabetyderattdågodsskiftarfrånvägtilljärnvägsåärminskningenavutsläppfråninsparadevägtransportersåsignifikantaattökningenavutsläppfrånjärnvägensomskiftetmedförnästanblirhelticke-signifikantvilketgörattdetotala

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utsläppsbesparingarnaärisammastorleksvolymsomskiftetisig.DennaslutsatsgällerförsåvälusecasetsomfördenSvenskadelenavScanMedkorridorenmedrimligtillförlitligheteftersomdenärihöggradskaloberoende(inomrimligagränser).DigitaliseringenavjärnvägenDigitaliseringenavjärnvägenisigsjälvtskaparmycketsmånästintillomätbaradirektautsläppseffekter.Indirektaeffekterkandockidentifieras.Våraresultatvisarattscenariotmedenöverflyttningavgodsfrånvägtilljärnväguppgåendetill2%avvolymenskullemedföraenutsläppsbesparingom773tonväxthusgaserperår.Enöverflyttningom10%avvolymenskullemedföraenutsläppsbesparingom3864tonväxthusgaserperår.SlutsatserfråndigitaliseringenavjärnvägenHuvudargumentetförattinvesteraidigitaliseringavjärnvägenliggerintepreliminärtidesshållbarhetseffekter,varesigdirektaellerindirekta.Deliggermeriettuppfattatbehovavattkontinuerligtökaservice-nivåernaitransporterbjudandetgentemotkunderna,förattpåsåsättgöraalternativetmerattraktivtsomtransportalternativ.Ommanbortserfråndettafinnsenriskattjärnvägsalternativetblirmindreattraktivt.Resultatfråninfrastruktur-casetVarbergstunnelnInfrastrukturprojektärpolitisktinitieradeochbeslutadeochomfattarettflertalmiljödimensioner–inteminstvadgällerjärnvägsinfrastruktursåsomtunnelnunderVarberg.Fleraavdessatasibeaktandeunderarbetetmedmiljökonsekvensbeskrivningarsomtillsammansmedjärnvägsutredningarnaochjärnvägsplanernautgörbeslutsunderlagförbeslutominfrastrukturprojekt.Baseratpåjärnvägsutredningarnaochplanernasåharmiljökonsekvensernaavdennyatunnelnbedömtsochkonstruktionsarbetetharanpassatsutifrånkravfråndem.Enhelmängdbegränsningarexisterar:lokala,regionalaochnationella-Ovanpålokalaochregionalakravutgörnationellajärnvägskravrestriktionersommåsteuppfyllas.Dettaskaparolikaformeravmerellermindrelångtgåendekompromisslösningar.Ävenomdetfinnsformellakravpåattgenomföraenavslutandeklimatanalysavjärnvägstunnelprojektsåverkardetsomomandrafrågoruppfattassomviktigareförnärvarande.Enmanifestationavdettaärattdetförnärvarandeintefinnsnågrastringentaformellakravpådennarapportsomskullemöjliggöraåterkopplingaverfarenheter.Detfinnsmedandraordfortsattenriskatttidigaregjordamisstagrepeteras.Utöverdettavisarvåranalysattinköpsprocessernavidbyggenavdettaslagkanutgöraettproblemområdevadgälleroffentligupphandlingochreglernakringdenna.Detfinnsenoroattvissakravpåattunderleverantörerskalltillhandahållaexempelvismobila

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betonganläggningar,etc.kanutgörakonkurrensmässigasnedvridningarochdärförvaraotillåtnautifrånlagenomoffentligupphandling.Härtycksfinnasutrymmeförförbättringarochkunskapsöverföringfrånandratyperavstorastatligaochkommunalaupphandlingar.SlutsatserfrånVarbergstunnelnVåraresultatvisarattvarjeinfrastrukturprojektäruniktochsärpräglatavseendegeografi,geologi,demografiochpolitiskaprocesser.IljusetavdettafårplaneringenochgenomförandeplanernasägasvaragodaävenomtillvägagångssättettycksvaraganskatraditionelltochstarktberoendeavvissaindividerochderaskunskapochkompetensfråntidigareSvenskaprojekt.Dettakandockgöraprojektetsårbartförinkonistenthandlandeochförbristandesystematiskkunskapsöverföring.ÄvenomdetfinnsinternationellajämförelserförhurliknandetrafikinfrastrukturprojektgenomförtsochhurspecifikakravharhanteratssåtycksdetsomomdettaintefångasinpåettsystematisktsättiVarbergtunnelprojektet.DeåtgärdersomfinnitoolboxenomdettaförblirokändaochoanvändaidennatypavinfrastrukturprojektiSverige.Låtvaraattnationellaerfarenheterfrånandratunnelprojekttillvaratas,mendetsaknasstrukturerförsystematiskåterkopplingfrånandrainternationellatunnelprojekt.Metod:HurvikomframtillresultatenDettaprojektbaseraspåenfallstudiemetod(case)ochomfattartrecasemedsinrespektiveindividuellakaraktäristik,problemochkontexter,menmeddengemensammanämnarenattdeallarelaterartillgodsflödeniScanMed-korridoren.Detrecasesomvaltsärettväg-case,ettjärnvägs-caseochettinfrastruktur-case.Förvarjecaseharnågra”lead-users”identifierats.Lead-usersäraktörersomliggerlångtframmeisinarespektivesammanhangochsomkanbetraktassomföregångarevadgällerteknologi,organisationochvolymelleransvar.Deäraktörersomharnågotattsägatillomisittrespektivefält.Dessalead-usersochderas”use-cases”fungerarsomsammanhangmotvilkaåtgärdernaitoolboxenbedömsmedavseendepågradavimplementerbarhet.Tabellennedansummerardeuse-casesochlead-userssomanväntsidettaprojekt.

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Case Usecase Use-case

illustrationÅtgärditoolboxen

Väg HCT-väg

DBSchenker

• Kollaborativaaffärsmodeller(FTLochLTL)

• IntroduktionavLNG-baseradframdrift

• Tilläggtilldirektiv96/53/ECPostNord

• Kollaborativaaffärsmodeller(FTLochLTL)

• IntroduktionavLNG-baseradframdrift

• Tilläggtilldirektiv96/53/ECJärn-väg

HCTJärnväg ScandFibreLogistics(SFL)

• Marathon–Långaochtungatåg(LTT)

Digitaliseringavjärnvägen

ScandFibreLogistics(Transwaggon)

• Digitalförfråganförjärnvägsvagnar(RFID)

• Ankomstbedömningavvagnar(godsvagnsspårningmedGPS-sändare)

Infra-case

GrönInfrastruktur Trafikverket • Återanvändningavtunnelmassor• Termiskanvändningavspillvatten• Ickeförstärkttunnel-liner• Energiutvinningspotentialfråntunel-lining

• 3Dtemperaturbergskartläggning• Tunnel3Dyt-kartläggning

Use-casenanvändessomenbakgrundmotvilkadeolikaåtgärdernaitoolboxenutvärderadesmedavseendepårelevansochimplementerbarhet.Förattbedömaimplementerbarhetensåanvändevideteknologi-ochmarknadsberedskaps-skalor(TRL/MRL)somtagitsframisambandmedarbetetmedtoolboxeniSwiftlyGreen-projektet.Förattenåtgärdskallbetraktashatillräckligpotentialförimplementationsåmåstedennåminstnivå7(pilottest)iförhållandetilldetspecifikause-casetförattkommaifrågaföranalysidettaprojekt.Närenåtgärdharidentifieratsmedpotentialutvärderaseffekternaavåtgärdensimplementationpåtvånivåer:Förstpådenspecifikacase-nivånirespektiveuse-caseifråga,ochsedanpåenmakro-nivåiformavdensvenskadelenavScanMed-korridorensomhelhet.Makro-utvärderingengjordesmedrespektivecasesombas,menresultatenfrånensådanutvärderingmåstealltidtolkasmedstorförsiktighetochmedvetenhetomdeantagandensomliggertillgrundfördensamma.Dessaantagandenredovisasochdiskuterasidetaljianslutningtillrespektiveanalysochimetod-delen.

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Listoftermsandabbreviationsused3PL Third-PartyLogisticsProvider:Anactorthatorganizesalogistical

systemforitscustomer’sandusesitsowninfrastructureorvehicles.4PL Fourth-PartyLogisticsProvider:Anactorthatorganizesalogistical

systemforitscustomer’sflows,butownsnoinfrastructureorvehicles.

Biodiesel SeeFAMEandRME.Anon-fossildieselfuelmadeoflongchainsofalkylesters.

CH4 Methane:Agreenhousegas.CLOSER ThenationalSwedishplatformfortransportandlogisticsresearch

anddevelopment.CNG CompressedNaturalGas:Afuel.CO2 Carbondioxide:Agreenhousegas.CO2e Carbon-dioxideequivalents:Aharmonizedmeasureofmanytypes

ofGHG-emissions.ERMTS/ETCS EuropeanTrainControlSystem.TheEuropeanstandradfortrain

control.FAME FattyAcidMethylEster.Anesteroffattyacidandmethanol.Usually

called‘biodiesel’.SeealsoBiodiesel.FC FuelConsumption.FTL FullTruckLoads.Aloadrequiringawholetruck.FVTD FreightVehicleTrackingDevices:examplesareGPSandRFID-

devices.GHG Greenhousegases:AcollectivetermforCOx-andNOx-gases,etc.HCT HighCapacityTransport:Transportscapableofhighercapacities

thancurrentstandards.HTK CLOSERRoundtableonSustainableTransportCorridorsHVO HydrogenatedVegetableOil:Arenewablebiomassbasedfuel.LBG LiquefiedBioGas:Arenewablebiomassbasedfuel.LHT LongerandHeavierTrains:AnHCT-conceptforrail.LNG LiquefiedNaturalGas:Afossilbasedfuel.LTL LessThanTruckLoads.Aloadnotrequiringawholetruck.Measure AnyideaorsolutionthataimtoreduceGHG-emissionsfrom

transports.MRL MarketReadinessLevel:Anindicatorofthematurityofameasure.NRL NetworkReadinessLevel:Anindicatorofthematurityofameasure.PFAD PalmFattyAcidDistillate.Abi-productfromtheextractionofpalm

oil.Rc4 AnoldertypeoflocomotivemanufacturedbyASEA.RFC RailFreightCorridor.Acorrdidorcomprisingrailinfrastructure.RME RibsMethylEsterisatypeofFAMEbasedonribsoilandmethanol.

Usuallycalled‘biodiesel’.SeealsoBiodiesel.ScanMed AcorridorfromItalyinthesouthtoScandinavia/Finlandinthe

north.

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SFL ScandFibreLogisticsAB:A4PLoperatorinthepaperindustry.SwiftlyGreen Sweden-ItalyFreightTransportandLogisticsGreenCorridor:A

projectaimingtoidentifymeasuresforgreeningthecorridorbetweenSwedenandItaly.

TEN Trans-EuropeanNetwork.TheNetworkoftransportsacrossEurope.TEN-T Trans-EuropeanTransportNetwork:TheEUCoreTransport

CorridorNetwork.ANetworkofthemajorfreightflowsacrossEurope.

(the)Toolbox ThesetofmeasuresidentifiedinSwiftlyGreen. TRAXX AnewerstrongertypeoflocomotivemanufacturedbySiemens.TRL TechnologyReadinessLevel:Anindicatorofthematurityofa

measure.TrV SwedishTransportAdministration(Trafikverket).TWA Transwaggon:Acompanyofferingrailcargowagonsforrent.wtw Well-to-Wheel.AmeasureoftheGHG-emissionsfromthe

productionsourceoftheenergytotheuseinavehicle.

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1IntroductionThisreportaccountsforthemethodologiesandresultsoftheprojectcalled“GETGreener”.Theaimoftheprojectwastoidentify“low-hangingfruits”amongthemorethan130measuresidentifiedintheprojectSwiftlyGreen(Sweden-ItalyFreightTransportandLogisticsGreenCorridor)andGreCOR.Thesemeasuresarealsoreferredtoasthe‘toolbox’.SwiftlyGreenwasfinishedandreportedinDecember2015andthetoolboxrepresentsoneimportantoutputfromthisprojectaimingtocreategreenertransportsintheScanMedcorridorfromItalyinthesouthendtoSweden,NorwayandFinlandinthenorthend.GreCORpromotedthedevelopmentofaco-modaltransportcorridorintheNorthSeaRegionandwasfinishedinDecember2014.GETGreenerisaSwedishfollow-upontheseprojectsfinancedbytheSwedishTransportAdministration(Trafikverket).TheobjectiveofGETGreeneristoframeandenhancetheresultsfromSwiftlyGreenthroughpracticalimplementation.ThiscanbedonebylookingathowthetoolboxcancontributetothedevelopmentofaclimateneutraltransportsysteminSweden.DevelopingtheSwedishpartofthecoreandcomprehensivetrans-EuropeantransportnetworkiswellinlinewithcurrentSwedishtransportpolicy.

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2Scope2.1AimandpurposeofGETGreenerTheaimofGETGreeneristoidentifyimprovementmeasuresintermsof“low-hangingfruits”,i.e.technicalandorganizationalactivities,whichindividuallyorinvariouscombinationscanbeimplementedintheSwedishsectionoftheScanMedcorridor.Thepurposeistoidentifymeasures,or‘packages’ofmeasures,thatcontributestosignificantreductionsinemissionsofgreenhousegasesthatcanbeimplementedwithinanearfuture.2.2ScopeAnimportantpartofthescopefromthecommissionerwastodiscusseffectsofmeasuresattheleveloftheSwedishpartoftheScanMedcorridor.Thisscopewasearlyonidentifiedassomewhatproblematicbecauseitrequiredascalingofresultsfromause-caseleveltocorridorlevel,whichisproblematicfromamethodologicalpointofview.Nonetheless,thesecorridor-levelanalysesremainedrequiredandanimportantpartofthescopeoftheproject.

Thescopeissummarizedas:

• IdentificationofmeasureswithaminimumTRL/MRLlevel7(pilottest)thusshowingapotentialforimplementationfromaSwedishperspective

• Assessmentofeffectsoftheimplementationofthesemeasures

• Assessmentofeffectsofalarger-scaleimplementationofthesemeasuresatacorridorlevel

• DisseminationofresultsbyCLOSERthroughdialoguewithEUandSwedishstakeholders

Hence,theprojectdeliversassessmentsofpotentialmeasuresattwolevels:First,forthespecificcasesinquestion;andsecond,fortheSwedishpartoftheScanMedcorridorasawholeasreflectedinthescopesummaryabove.

2.3EnvironmentalconsiderationsAllmeasuresthatareanalysedintheprojectcomefromtheSwiftlyGreentoolboxandhavebeengeneratedwiththeaimofreducingtransport-relatedclimateimpact,thatis,otherenvironmentalissueswereonlypartiallyincluded,forexamplenoisereductionsinatunnel.ThemeasuresthatareidentifiedinthisprojectareconsideredespeciallyinterestingfortheSwedishsectionofthecoreScanMednetworkandwillbefurther

24

assessedinordertoestimateenvironmentalconsequencesofapotentialimplementationinSweden.Thisimplementationisevaluatedattwolevelsasdescribedabove

2.4OrganizationoftheprojectTheworkwascarriedoutbyanoperationalgroupwithinputfromworkshops,interviewsanddialogueinacollaborativeprocessbetweenacademia,industryandpublicsectoragencies.Table2.1showtheorganisationoftheproject

Table2.1ProjectorganisationCommissioner

SwedishTransportAdministration

Operationalgroup

Theoperationalgroupconsistedofrepresentativesfromthefollowingorganizations:

• CLOSER(chair)• TheSwedishTransportAdministration• NTM/Conlogic• ÖrebroUniversitySchoolofBusiness

AdditionalpartnersintheCLOSERnetworkwasmobilizedasnecessary

Referencegroup

Thereferencegroupconsistedofrepresentativesfromthefollowingorganizations:

• TheSwedishTransportAdministration• RegionÖrebroCounty• COOP• JesjoKonsultAB• SwedishShipowners’Association• TheSwedishConfederationofTransportEnterprises• LuleåTechnicalUniversity• Ramböll• TheSwedishAssociationofRoadTransportCompanies

CLOSERRoundtableonHTK–SustainableTransportCorridorssupportedwithin-kindresources.

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3Background-Sustainablelogistics:opportunityorthreat?Inordertosuccessfullydevelopgreenertransportitisnecessarytobetterunderstandthebusinesslogicandrealdriversbehindoperationoftransportlogistics.Thisisofcoursevalidforallindustriesthataimtowardsmoresustainablesolutionsbuttosomeextentitisevenmoreprofoundinthemarketoftransport.The‘badnews’forthisbusinessisverylowmargins;hencelowwillingnesstopayforadditionalattributesthatbringsmorecoststotheoperation.The‘goodnews’arethesimplefactthatmanygreeningmeasuresoftenreducesuseofresourcesandinfactincreasesmarginsmeanwhilenegativeenvironmentalimpactislowered.Initiatingrequiredsustainabilitychangethereforeneedstofocusonactivitiesthatincreasesprofitmarginsandatthesametimereducesemissions.Toarriveattherightfocusthereisaneedtoconsiderthebasicconditionsfortransport.Ingeneral,themarketfortransportlogisticsservices,toalargeextentrevolvesaroundthreemainpillarsofgeneralperformancecriteria:

• Suppliersoftransportlogisticsmustprovidefunctionality,reliabilityandservicedegreethatinessencecomprisearelevantsolutionofleadtimes,capacity,deliveryontime,rightplaceandinrightcondition.Flexibilityisafactorofsomewhatlessimportancebutconsideredmoreimportantinsomespecificsituations,oftenrelatedtohighvaluecargoorwhereadelivereditemsolvescostlystandstills.

• Suppliersoftransportlogisticsmustofferservicesatcompetitivecost,whichcommonlyisrankedhighlyimportantbyshippers.Anotherdefiningcostparameterwouldbethealternativecostofnon-delivery.Astandstillinalargefactoryduetolackofinputsofrawmaterialorcomponentsmaycausehugecostinavaluechain.Thenon-deliveryiscrucialalsoforconsumerproducts.Anemptyshelfinastoremeansshort-termlossofsalesandlong-termariskoflosingloyalcustomers.

• Suppliersoftransportlogisticsmustensuresocialresponsibilityembeddedintheservices.Safetyandsecurityrisksasoneexampleofsocialresponsibilityareprerequisitesfortransportlogisticandalegallymandatoryrequirementfordangerousgoodstransport.Thereareontheotherhandfewshippersthatconsiderthesafetyrisksfromsocialdumpingthroughlowwagesinordertoreducelabourcosts.Environmentalcareismostlyconnectedtoemissionsof

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greenhousegases.Othernegativeenvironmentaleffectsareatpresentseldomincludedinthesupplierevaluation,partlybecauseairpollutantshavebeenprofoundlyreducedinroadtransport.Overall,socialandenvironmentalissueshavemostlybeendrivenbylegalrequirements.

Figure3.1illustratesthethreebasicpillarsforsustainabletransport.

Figure3.1Basicconditionsforsustainabletransportlogisticsoperations

3.1ShippersCustomersoftransportlogisticsservices(shippers2)givedifferentprioritytothevariousaspectsoftransportperformance.Differentrankingofimportantperformancecriteriaoftenrelatestotypeofindustry,generalmarketconditionsandspecificactivitieslinkedtotheactualtransportlogisticsservicesneeded.Inanattempttodescribethisingeneralterms,variousshippers’surveyshighlightconditionsinmorespecificandgeneralterms.Accordingtoashippers3surveyinSwedencarriedouteverysecondyear,theenvironmentalaspectsaregenerallyrankedoflowimportanceinrelationtootherrequirements.Inthelatestsurveyfrom2016,whilenotyetfullyassessed,environmentalaspectsinrelationtotrafficmodechoicewereconsideredleastimportant.Thisisinlinewithpreviousresultsasdescribedinthesurveyfrom2014.

Table3.1Rankingofcriteriaaffectingchoiceofmajortrafficmodein2014.Rankscale:1=notimportantatall,through7=veryimportant.

Reliability 6.3Geographiccoverage 6.2Flexibility 6.1Infrastructure 6.0

2 Also named transport procurer or transport purchaser. 3 http://www.chalmers.se/en/centres/lead/TransportPurchasingPanel/Pages/default.aspx. Accessed 2017-03-05.

Transportlogisticscost

Sustainabletransport

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Timelimitations 5.9Cost 5.7Simpleforcustomeruse 5.6Environmentalaspects 4.5

Inthesurveyshippersalsomakeadistributionofrelativeimportance,intotal100%ofdifferentattributesoftransportserviceswhenselectingaspecifictransportsolution.Belowistheoutcomefromprevioussurveys.

Figure3.2Relativeimportanceofdifferentattributesoftransportservices.Legend:Blue=Price;Red=Transporttime;Grey=Timeprecision:Green=

Environmentalefficiency.Source:Andersson,etal.(2016).AscanbeseeninFigure3.2,theenvironmentalconcernhasremainedmuchatthesamelevelsince20034.Itshouldbenotedthatdatafrom2003comesfromanotherstudybytheUniversityofGothenburg5.Eventhoughenvironmentalaspectsingeneraltermsarelowrankedtherearepositiveindicationsofasmallchange.Thereisatrendtowardsanincreasingwillingnesstopayfortransportserviceswithalowerimpactontheenvironment.Only3%claimedtheypaidmorefortransportwithlessenvironmentalimpactin2012.In2014some9%madethesamestatement.Inthelatestsurveyin2016some21%statedtheypaidmorefortransportserviceswithlessenvironmentalimpact.Thisincreasecouldpotentiallyberelatedtoemissionoffsettingschemesorsimplylipservice.Ontheotherhanditshowsapositiveincreaseofshippers’generalambition.3.2Transportcostsandproductivity

4 Andersson, et al., (2016). 5 Lammgård, C., & Andersson, D. (2014); Lammgård, C. (2007).

51%

18%

23%

8%

2003

54%

16%

22%

8%

2012

50%

18%

22%

10%

2014

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Akeyaspectforthetransportindustryistheneedofhighproductivitydrivenbyaseveremarketpricepressure.Sincemuchoftheserviceislinkedtotheabilitytodelivercapacityatlowcoststhisputsacontinuouspressureonthemarketprice.AsisshowninFigure3.3barriersofentryarelowinthemarket(1)andthelong-termeconomicdownturnintheEUsince2008havedecreasedorsloweddowndemandoftransportlogisticsservices(2)incertainmarkets.Theeffectofthisisalowermarketprice,whichputstheserviceproviderswithhigheroperationalcostsunderpressure(F-IinFigure3.3).

Figure3.3ASalterdiagramillustratingtheon-goingneedforincreasingproductivity

amongthetransportserviceprovidersA-I.Asaconsequenceoflowmargins,ageneralandnecessarywaytosurviveinthemarketoftransportlogisticsisacontinuousprogramtoincreasetheoperationalproductivity.Therearemanywaystoaccomplishthisbut,onekeyelementandrecurringthemeintransportoperationisuseoflargerunits.Withinallmodesoftraffictherehasbeenalongtermdevelopmenttowardslargervehiclesandvessels,alldrivenbyloweringrelativetrafficcostsmeanwhileaveragerevenueincreasesperunit.Inthisgeneraldevelopmentthereisanelementofanironicreboundeffectsincelargerunitsaddscapacitytothemarketthatputsfurtherpressureontheprice.Accordingtointerviewsamongroadhauliers,thehighercapacitytrucks(HCT)andtheirproductivitygainsexpecttobequicklyadoptedbythemarketandnewlowermarketpriceresultinginconsistenteconomicmargins.Throughhistory,developmentdrivestowardslargerandlargerunitsfortransportation(Figure3.3).Withinroadtransporttheproductivitygainsoflargervehiclescanbemeasuredinmanydifferentways.Relevantunitsmaybe:

Marketprice

Companycost

Quantity Service providers

Demand Supply1

2

A B C D E F G H I

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Figure3.3ExamplesofHCT-solutions:PostNord’s32mduo-trailer(bottom)andHectorRail’sTRAXXlocomotivepullingalongandheavytrain(topright).ComparedtothefirsttruckinSweden(topleft),thecargocapacityinaHCTtruckissome80timeshigherata

lowincreaseoffuelconsumptionperkm.

1. Numberofdriversperpallet2. Fuelconsumptionperpallet3. CO2eemissionsperpallet

Figure3.4Performanceindicatorsillustratetheachievedproductivitygainswithlarger

vehicles.

00,020,040,060,080,1

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30

AsFigure3.4show,largertruckswellusedhavetheabilitytoreducerelativecostandemissionssubstantially.Inthisassessmenttheloadfactoris50%forthetwosmallesttrucks,60%forthemediumtruckand70%forthelargesttrucks.Inordertointroducelargervehiclesintransportoperationitrequiresanunderstandingoftheconnectionbetweensupplychainsandtransportproductionsystems.Largeunitsbyitselfwithoutsufficientutilizationwillonlyincreaseoperationalcostsandnotbeabletogainfromtheadditionalcapacity.Largeunitsalsoreduceflexibilitytohandlesmallershipmentsaswellastheyreduceredundancyabilityinthetransportsystem.Animportantnoteisthattheutilizationdegreeincludestransportflowsinbothdirectionsandstructuralimbalancesareawell-knownchallengeinallcountries.Thismeansthatlargervehiclesmayhavedifficultiestoreachaneconomicbreak-evenincircumstanceswheretherearestructuralimbalances.Themostusefulapplicationforlargevehiclesisline-haulbetweentwoterminalsorfactorieswherecargovolumesarefairlyeveninbothdirections,predictableandthetimespanforloadingandunloadingislesscritical.3.3ClimatechangeTheunderstandingandacceptanceoftheriskofclimatechange(Figure3.5)isgrowingandthenumberofpeopledenyingtheproblemisfarlesstoday.Theurgencyforchangeishowevergrowingrapidlyandeveryindustrialsectorneedtotaketheirresponsibility.Onaglobalbasis,transportintotalemitssome15%ofallgreenhousegases.IntheEUthesamenumberissome20%andinSwedenthisissomewhatmorethan30%duetopreviousreplacementoffossilenergyinheatingandindustryaswellaselectricityproductionbasedonhydropower,nuclearpowerandwindmills.

Figure3.5GlobalatmosphericCO2-concentrationsnownearing400ppm6

6 IPCC Assessment Report 5. SPM 1, Chart c). https://www.ipcc.ch/report/ar5/syr/. Accessed 2017-03-07.

31

AccordingtoEUclimateandenergytargetsby2020theaimisto:

1. Reduceemissionsofgreenhousegasesby20%comparedto1990-levels2. Increasetheshareofenergyfromrenewablesourcesto20%3. Reduceenergyuseby20%

IfotherlargeeconomiesreducetheiremissionsEUpromisetofurtherreducetheiremissionsby30%.By2030theEUaimsare:

• 40%lowergreenhousegasemissionsthan1990• 27%renewableenergy• 27%improvedenergyefficiency

By2050theEUaimsaretoreduceemissionsby80–95%from1990levelsifothercountriesaredoingthesame.TheEuropeanCouncilreconfirmedthistargetinFebruary2011.TheEUClimateActionPlan7aimstosupporttheEUtobecomeacompetitivelowcarboneconomyby2050.Theapproachisbasedontheviewthatinnovativesolutionsarerequiredtomobilizeinvestmentsinenergy,transport,industryandinformationandcommunicationtechnologies.Morefocusisneededonenergyefficiencypoliciesingeneral.EUiscurrentlyontracktomeettwoofthe2020-targets,butwillnotmeetitsenergyefficiencytargetunlessfurthereffortsaremade.Hence,thepriorityremainstoachieveallthetargetsalreadysetfor2020.TogetherwiththeWhitePaperonTransportandtheEnergyEfficiencyPlan8,thiscommunicationisakeydeliverableundertheResourceEfficiencyFlagship.ItpresentsaRoadmapforpossibleactionupto2050.ThetransitiontowardsacompetitivelowcarboneconomymeansthattheEUshouldprepareforreductionsinitsdomesticemissions.TheCommissionhascarriedoutanextensivemodellinganalysiswithseveralpossiblescenariosshowinghowthiscouldbedone,asexplainedinTable3.2below.

Table3.2GHGreductionscomparedto1990,sectoralreductionsSector 2005 2030 2050Total -7% -40to-44% -79to-82%Power(CO2) -7% -54to–68% -93to–99%Industry(CO2) -20% -34to-40% -83to-87%Transport(incl.CO2aviation,excl.maritime) +30% +20to-9% -54to-67%Residentialandservices(CO2) -12% -37to-53% -88to-91%Agriculture(non-CO2) -20% -36to-37% -42to-49%Othernon-CO2emissions -30% -72to-73% -70to-78%

7 https://ec.europa.eu/clima/citizens/eu_en. Accessed 2017-03-07. 8European Commission (2011).

32

TheEUClimateActionPlaniscriticised,consideredtobetoolowandslow.OntheotherhandtherearecountrieswithintheEUthatalreadyarelaggingbehind.AccordingtotheSwedishGovernment9Swedenwill:

• Beoneofthefirstfossilfreecountriesintheworld• TakealeadingroleinimplementingthenewUNtargetsonsustainable

developmentSwedenisalsochallengingEUandtheworldbyambitiousreductiontargetsof70%by2030and85%by2045forthetransportsector.ThismeanschallengingrequirementsdescribedinFigure3.6below.

Figure3.6TrafficemissionsinSwedenandtheneedfornewmeasuresaswellas

marketandlegalbasedinstrumentsinordertoreachthetargets.10

9 http://www.sou.gov.se/m-201004-miljomalsberedningen/. Accessed 2017-03-07. 10 http://www.cedr.eu/publication-cedr2016-5-acting-climate-change/. Full report, p.16. Accessed 2017-02-26.

0

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3.4ConcludingremarksonsustainablelogisticsTheviabilityoftransportlogisticscompaniesrelatesverymuchondecreasingcoststhroughhigherproductivity.Themeasuresleadingtolowercostsarecommonlyalsorelatedtoreducingrelativeemissionsofgreenhousegases,i.e.theseactionsgohandinhand.ThereishoweverariskthathigherproductivityreducesrelativeGHG-emissionbutare-boundeffectoccursascheapertransportservicesincreasesthetransportcomponentsshareinthevaluechain,henceariskofincreasedtotalemissions.Arelevantfollowupofperformanceshouldthereforeincluderelativeandabsoluteemissionsinordertoavoidsub-optimizations.AnotherinterestingaspectofSwedenbeingtheprimaryadvocateforlargertrainsandtruckstocompensatefordistancedisadvantages.IncentralEuropelargertrainsandtrucksarealsorelevantbutmorecommonasameasuretocompensateforcongestionchallenges.Intotal,ouropinionisthatsustainablelogisticsismoreofanopportunitythanathreatbutitneedstobeconsideredineveryaspectoftransportlogisticsoperationandfurtherdevelopmentregardingmodalchoiceandefficiency..

34

4Methodology4.1SomefundamentalassumptionsAnyinvestigationoranalysisrestsonsometakenforgrantedorpreconceivedpointsofviews.Thefirstsectionofthismethodologysectionwillspelloutthefundamentalassumptionsofthisreport.Firstweprovideadefinitionofhowweinterpretthetaskofidentifying“low-hangingfruits”andwhattherelevantcontextsare.Thisleadsustoadiscussionoftheimportanceofmaintainingindustrialrelevancewhenidentifyingmeasuresandoftheimportancetoinvolveleaduserinthisprocess.Afterthatwediscussthechoiceofusecasesandthecharacteristicsofcasemethodologyingeneral.Weconcludethissectionwithexplaininghowwehaveusedthetoolboxinrelationtothechosenusecases.4.2DefinitionsandlimitationsThefocusofthisprojectison“low-hangingfruits”thatcanbeidentifiedamongthemorethan130relevantmeasurespreviouslyidentifiedinSwiftlyGreen.First,weneedtodefinewhatwemeanby“low-hangingfruits”.Inordertoassesswhetherameasureisalow-hangingfruitornot,themeasureinquestionmustberelatedtoaspecificcontext.Thus,ameasurethatisconsideredalow-hangingfruitisthatinrelationtoaspecificcontextinwhichitisfairlyeasilyimplementedorforwhichitisintended.Thismeansthatweneedtobeabletodefineandspecifythecontextsinsomewayinordertobeabletodiscernifameasureisalow-hangingfruitornot.Itcouldmeanthatinrelationtothecontext,themeasureisrelativelyeasytoimplementandthattheeffectisconsiderable.Inadditionameasurethatmaybelessreadyforimplementationmaystillbeconsideredduetoitshigheffect.Thelevelofreadinessofmeasuresisassessedusingthetechnology-andmarketreadinesslevelscalesfromtheSwiftlyGreentoolbox.Thiswillbediscussedindetaillater.Inthisproject,therelevantcontextsaredefinedasthebusinessnetworkstructuresoforganizationsthatenablethefreighttransportintheSwedishpartoftheScanMedcorridor(seeFigure4.1).Thecorridorrepresentsmajorflowsofgoods.Theseflowsarecreatedbythebusinessnetworksoforganizationsthatorganizethelogisticssystemsasaresponsetotheneedsofproducersandconsumerstomovegoods11.Withoutthese

11 Dubois, A., Hulthén, K., & Pedersen, A-C. (2004).

35

networks,therearenoflowsandwouldbenocorridor.Hence,thesenetworksaretherelevantcontextsforthemeasuresofthetoolboxfromSwiftlyGreen.

Figure4.1TheScandinaviansectionoftheScanMedcorridor.

Giventhisdefinitionofcontext,weidentifythreecases,whichserveasthecontextforanevaluationofmeasures.ThethreecasesareidentifiedinrelationtotheSwedishpartoftheScanMedcorridorwithmajorflowsonroadandrail,butlessonsea.Wethereforefocusontheroadandrailcases.Inaddition,infrastructurewasidentifiedasakeycontextwithrelevancetotheSwedishsectionofthecorridor.Hence,weidentifytheroadfreightmodalityasonecase,therailwayfreightmodalityasanothercaseandinfrastructureasathirdcase.Thishelpsusspecifythesignificantdomainsagainstwhichmeasurescanbeassessedforrelevanceandaslow-hangingfruits.Italsoenablesustokeepananalyticalfocusasitcreatesaspecificationanddelineationofempiricaldataandenablesafocusedanalysis12.Low-hangingfruitsareaccordinglyidentifiedasmeasuresthatpossessoneoracombinationofthefollowingcharacteristicsinrelationtothegivencontext(usecase)forwhichitclaimsrelevance:

12 Miles & Huberman (1994).

36

1. Itistechnologicallyfeasibleandpossibletoimplement–ithasasufficient“TechnicalReadinessLevel(TRL)”

2. Itiseconomicallyfeasibleandpossibletoimplement–ithasasufficient“MarketReadinessLevel(MRL)”

EachmeasureisevaluatedusingascaleforassessingtheTRLandMRLasshowninFigure4.2.ThisscaleisacompositeofTRLandMRLasisshowninFigureA1andithasbeenusedpreviouslytoevaluatemeasuresintheSwiftlyGreenproject.Marketreadinessisseenasbuildingonandoverlappingwithtechnologicalreadiness.TRLcompriseninelevels(1-9)inthreestagesdefiningitstechnologystatus,whereasMRLcomprise15levels(5-19)infivestagesdefiningitsmarketstatus.

Figure4.2ThescaleforassessingTRLandMRL.

TheEuropeanCommissiondefinitionsofthedifferentlevelsofTRLare:

• TRL1. Basicprinciplesobserved• TRL2. Technologyconceptformulated• TRL3. Experimentalproofofconcept• TRL4. Technologyvalidatedinlab• TRL5. Technologyvalidatedinrelevantenvironment

(industriallyrelevantenvironmentinthecaseofkeyenablingtechnologies)

• TRL6. Technologydemonstratedinrelevantenvironment(industriallyrelevantenvironmentinthecaseofkeyenablingtechnologies)

• TRL7. Systemprototypedemonstrationinoperationalenvironment

• TRL8. Systemcompleteandqualified• TRL9. Actualsystemproveninoperationalenvironment

(competitivemanufacturinginthecaseofkeyenablingtechnologies;orinspace)

Themarketreadinesslevel(MRL)isassessedaccordingtothefollowingcriteria:

Prestudy Pilottest Test Introduction Inoperation Marketpenetration(1-3) (4-6) (7-9) (10-12) (13-15) (16-19)

TRL 1-9 Market status

MRL

37

1. Availabilityandacceptance2. Functionalityandproductivity3. Approvalsandlegalrestrictions4. Standards5. Serviceandaftermarket6. Residualvalue

Forameasuretobedeemedashavingapotentialtobeimplementedwithouttoomuchinvestmentinresources,itmustscoreatleastalevel7ontheTRL/MRL-scale(abovepilottestlevel).Inadditionitmustnotrequiresubstantialinvestmentsoradaptationinexistingtechnologicalandmarketcontexts.Thisisderivedfromliteraturesontherelationshipbetweenscience,technologyandsociety(STS)recognizingthattechnologicalcontextsarestableandfine-tunedsystemsthatdevelopovertime13.Introducingnewideasandchangesalwaysrequirerelatingwhatisnewtothealreadyexistingstructureandthatwhichisalreadyinuse.Thelargerthegap,themorecostlythechangeis–sometimesitistoocostlyandthusimpossibletoimplement14.Thiscontext-dependenceoftechnologicalandmarketmeasuresiscrucialtounderstandwhenidentifyingmeasuresfromthetoolbox.Measuresthatcancomeintoquestionarethosethatbothscoreaminimumlevel7ontheTRL/MRL-scaleandwhichrequiresrelativelylittlechangeandadaptationtotheexistingtechnologicalcontext.ThefirstcriteriaisassessedbasedonthemeasureitselfusingtheTRL/MRL-scale,thesecondisderivedfromtheusecasefromwhichthemeasuresoriginates.Thisisalsothemainreasontowhythisuse-caseapproachwaschosenattheoutset–itisoneofthefewapproachesthatenablestheidentificationofmeasuresthatdonotrequireextensiveadaptationandchangetoexistingtechnologicalcontexts.Inotherwords,thisishowwedefine,conceptualizeandoperationalizemeasuresthatcouldbesaidtobesomekindof“low-hangingfruits”,orthemeasuresthatproducesthemost“bangforthebuck”.However,evenifameasureisidentifiedasimplementable,itdoesnotautomaticallyfollowthatitispossibletocarrythroughalltheway.Ameasurethatisimplementablemeansthatwehaveidentifieditspotentialtobeintroducedandinitiatedinthegivencontext.However,whetheritactuallyyieldstheexpectedresultsisapracticalquestionthatneedstobetestedandevaluatedbyactuallytestingitinareallifecontext.Suchatestcouldthenbeevaluatedagainsttheexpectedresultspredictedinthisproject.Analternativewaytousetheresultsfromthisprojectistousethemtoevaluateoutcomesfromsimulation-models.Thescopeofthisprojecthoweverisonthepotentialimplementationofpotentialmeasures.Everyspecificmeasuremusteventuallybetestedinarealsetting.Whilesuch13 Bijker & Law (1992); Oudshoorn & Pinch (2003). 14 Håkansson (1987); Håkansson & Waluszewski (2007); Håkansson et al., (2009).

38

demonstrationsarebeyondthescopeofthisproject,itsresultsmayserveasafoundationfortheformulationsofdemonstrationprojects4.3Theimportanceoflead-usersHavingcentralactorsinvolvedisdecisiveforthesuccessofanyinnovation-orR&D-program.Innovationliteratureinformsusthattheseactorsoflead-usersthataretherecipientsorusersoftheideasormeasuresofaprogrammustbeinvolvedearlyinasuccessfulimplementationprocess15.Duetotheinteractivecharacterofinnovationprocesses,users,developersandproducersofproducts,solutions,systemsandideasmustcollaborate16.Bythiscollaboration,lead-users17maybeidentifiedandusedasgoodexamples.Moreoverlead-userscanalsobeusedtore-interpretsolutionsfromonecontexttoanother–bothinanabstractandaconcreteway.Inanabstractway,findingsfromcaseswithlead-usersmaybetheoreticallyandanalyticallygeneralized18.Inaconcreteway,findingsfromcaseswithlead-usersmaybere-scaledfromamicro-leveltoamacro-levelcontext.Amajorissueisthatknowledgeisusuallyverycontext-dependent19.Thisseemstobethecasealsowithknowledgeandexperienceinlogistics,whichcarrymarksofpath-dependencyandsituationaldependence.Thismakesitcrucialtoinvolvelead-usersearlyintheprocesswheremeasurestowardsmoresustainabletransportsystemsareidentifiedinordertocapturethespecificsofthecontext.Inthisproject,weidentifylead-usersrelatedtothethreecasesidentifiedpreviouslyinrelationtotheScanMedcorridorwithintheTEN-TcorenetworkoffreightcorridorsinEurope.InthiswaywefunneldowntheverygeneralissueofimplementingmeasuresfromSwiftlyGreenintheScanMedcorridor,viathecaseofroad,railandinfrastructuretospecificlead-userswithinthesethreecasesrespectively.Theselead-usersrepresentorganizationsthatparticipateintheorganizingnetworksaroundthecorridorinSweden.Table4.1showthethreecasesandtheleadusersidentifiedinrelationtothem.

Table4.1Theusecasesandlead-usersofthisreportUsecase LeadusersHCTRoad DBSchenker

PostNord

15 Ibarra & Hunter (2007); Oudshoorn & Pinch (2003); Prenkert (2012). 16 Håkansson & Waluszewski (2007). 17 von Hippel (1976, 1986). 18 Yin (2009). 19 von Hippel (1994).

39

HCTRailwayandDigitizationofRailway

ScandFibreLogistics(SFL)

GreenInfrastructure SwedishTransportAdministration(TrV)

Thebenefitswiththislead-useranduse-caseapproacharemany.Amongothersthebenefitsarethat:

1. Itisasystematicwayoffunnellingdownacomplexgeneralproblemintoconcretecontext-relevantissues

2. Lead-usersareinvolvedearly3. Themethodologyinitselfmaybeusefulin,andtransferableto,otherproblems

withsimilarcomplexity4. Itenablesknowledgere-interpretationatamacro-level

Thisprojectisbasedonacase-studymethodology20wherethefocusisontheuniqueandtoacknowledgethedistinctivefeaturesofsomething21.Casestudiesareusedtogenerateknowledgeintermsofdeeperunderstandingsofcontextsandcomplexrelationships.Acasecanbemanythings:acompany,anindividual,aprocess,aproject,etc.Howonedefinesacaseaffectswhatquestionscanbeaddressedandhowtheresultsaretobeinterpreted22.Thisprojectcomprisethreecaseseachonewithitsindividualcharacteristics,issuesandcontexts,butwiththecommondenominatorthattheyallrelatetotheflowsintheScanMedcorridorinSweden.4.4CaseanalysisWithinthethreewider“usecases”wehaveidentifiedlead-userswhorepresentorganizationsinvolvedinthemanagementoftheflowsinthecorridor.Giventhesecases,themorethan130measuresfromthetoolboxareanalysedinastep-wiseanalysis.Thefirststepconstitutessortingthemeasuresintooneormanyofthethreecasecategories23.Itshouldbedulynotedthatoneandthesamemeasuremightbefoundinmorethanonecaseifitisrelevantformorethanjustonecase.Somemeasuresarenotrelevantforanyofthehereidentifiedusecasesandarethusexcludedfromfurtheranalysis.Thisisdiscussedindetailbelow.

20 Stake (2003). 21 Morgan & Smircich (1980).22 Ragin & Becker (1992). 23 Vaughan (1992).

40

Inthesecondstep,themeasuresareanalysedinrelationtothecontextandrequirementsofthecaseinquestion.Thefeasibilityisassessedinthisstepanditisherethatpotentiallylow-hangingfruitsareidentifiedaccordingtothepreviousdiscussion.Thissecondsteprequiresacasedescriptionagainstwhichthefeasibilityofthemeasureisevaluated.Thiscasedescriptionisbasedonempiricaldatacollectedthroughinterviewsandfieldobservationsatthelead-userorganizations.Inthisway,thelead-usersareinvolvedearlyintheprocess,asthiscasedescriptionmustbeavailableinordertoperformthesecondstepoftheanalysis.Thecasedescriptionsalsofunctionsasadescriptionofacurrentsituationandtheyarefoundattheintroductionofeachcasesectionofthisreport.Instepthree,theeffectsofimplementationofmeasuresarecalculatedanddiscussedbyidentifyinganumberofscenarios.Theresultsofthosescenariosarediscussedinrelationtothespecificlead-userusecaseatamicro-level.Moreover,effectsarealsocalculatedanddiscussedinrelationtotheentireSwedishpartoftheScand-Medcorridoratamacro-level.4.5AssessingpotentialeffectsThepotentialclimateeffectsoftheimplementationofmeasureswereassessedbycalculatingGHG-emissionsusingtheemissionfactorsdevelopedbyNTM24.Increatingthescenarios,wemadesomeassumptionsconcerning,forexample,volumes,savings,increases,etc.Theseassumptionsareexplicitlystatedanddescribedinrelationtoeachscenariointheresultspartofthisreport.Whenpossible,weuseverifieddatafromthelead-users,andwhenwedoso,weindicatesuchdata.Whenthatisnotpossibleforwhateverreason,wehavemadeanassumptionbasedonexpertverification,ifpossibleandasalastresortbasedoncommonsenseandgeneralknowledgeoftheissueamongtheprojectmembersanditsreferencegroup.Assessmentsofgreeningeffectsweremadeattwoprincipallevels.First,assessmentswereperformedattheusecaselevel.Atthislevelthemeasuresthathasbeenidentifiedandconsideredrelevantareusedasabasisforanumberofscenario-analysisfromwhichgreeningeffectsarecalculated.TheseGHG-emissionsavingsarebasedoncasedata.Second,beinganabsoluterequirementandpartoftheprojectscope,assessmentswerealsoperformedatthecorridorlevel.Thisentailedscalingupresultsfromthemeasuresatthecaselevel.Thisscalingconstitutesachallengebecausetherearenoclearmethodologiesorestablishedpraxisforhowitcanbedone.Onewayisofcoursetorelyonofficialstatistics.However,whenitcomestotheSwedishpartoftheScanMed

24 www.transportmeasures.org.

41

corridor,findingrelevantandreliabledataonvolumesandflowsisdifficult,nottosayimpossible.Import/exportdataaretoobluntsincethataccountsformoreflowsthantheonesinthecorridor(includingallimportexportentryandexitofcargoatmanypointsthatarenotinthecorridor),andcargoflowdatainSwedenisalsoproblematicbecauseofcargobeingdivertedfromthecorecorridorintoperipheralnetworksalongthestretch.Finallyweresortedtousingtheusecasesasabasisalsoforthescaling.Sincethecasesaresolidanddata-driven,thisapproachwasconsideredthebestpossibleinthiscircumstance.However,thisalsomeansthatonemusttakegreatcarewheninterpretingtheresultsfromtheassessmentsofgreeningeffectsatthecorridorlevel.Thisisanextremelyimportantcaveatthatcannotbedisregarded.Theresultsfromthescalingtomacrolevelmustbeusedcautiouslyandwithcareandshouldnotbeconsidereddefinitive.Nevertheless,theydoprovideanindicationofwhatascaledimplementationofthismeasureintheSwedishpartoftheScanMedcorridorcouldentail,giventhattheassumptionsmadehereholdtrue.Westronglyrecommendreaderstoevaluatethevalidityoftheseresultsinrelationtotheirrespectivesetting.Onewaytodosoistocomparetheassumptionsmadeheretothosemadebythereaderormadeinthereader’ssettingtoseewhethertheyholdtruealsoforthiscontext.4.6WorkingwiththetoolboxandidentifyingmeasuresInordertoidentifylow-hangingfruitsfromthetoolbox,weusedtheusecasesasabasisforevaluatingandassessingthemeasuresinthetoolbox.Firstall130measureswereidentifiedandextractedinaformatenablingtheprocessingandsortingbymeansofcomputersoftware.Asafirststep,the130measuresweresortedintothreeroughcategories:thosemeasuresrelatedtoroad,railwayandinfrastructure,respectivelybasedonthechoicesofusecasesinthisproject.However,thatactionturnedoutnottoyieldanyprecisecategoriesbecausemanymeasureslinktotwoorallofthesecategoriesastheyarenotmutuallyexclusive.Inaddition,evenifameasureis–inprinciple–relevantfor,forexamplearailwaysolution,itmaynotberelevantinpractice.Andsincewearemuchconcernedherewithidentifyingpracticallyrelevantmeasureswehadtofindanotherwaytoidentifythem.Thereforeweturnedtotheusecasesforguidanceinstep2.Theusecasesprovidedamuchmorefocusedwayofidentifyingrelevantmeasuresinthetoolbox.BasedoncoreissuesidentifiedinthethreegeneralusecasesofPostNordandSchenkertogetherfor

42

road,SFLforrailwayandTrVforinfrastructurewethenmovedontoidentifyrelevantmeasuresrelatedtothesecoreissues.Thismeantthatwestartedintheusecasesandidentifiedrelevantissuesthatweresignificantinthesecases(thesearediscussedindetailinrelationtoeachusecaserespectivelylater).Then,basedontheseissues,westartedamatchingprocesswiththemeasuresinthetoolboxtomatchtheissuestomeasures.Thismatchingprocesswasrathercumbersomeandhadtobedonemanuallysinceitwasimpossibletoproduceanysearch-stringsthatproducedreliableresults.Twoversionsofthedatabaseofmeasureswereused.First,thedatabaseinMSexcelformatwasused.ItwasobtainedfromtheSwiftlyGreen-projectandisessentiallyahugetableofdata.However,itenabledustoscreentheentiredatabaseforpotentiallyrelevantmeasuresandalsotoperformsimplersearchestoidentifypotentialmeasuresbasedontheissuesintheusecases.Atthisstageitwasaprocessofmatchingwhatwasidentifiedasimportantandrelevantintheusecaseswithmeasuresinthetoolbox.Oncethesepotentialmeasureswerematchedandidentified,weturnedtotheversionofthedatabasefromSwiftlyGreenavailableonline25.This“replicatool”isaweb-basedshellaroundthedatabasethatprovidessearchopportunitieswithfree-textsearchesaswellassearchesbasedonmodalities,etc.Figure4.3showtheinterfaceofthistool.

Figure4.3TheinterfaceoftheSwiftlyGreenDatabaseontheinternet

25 http://swiftlygreen.interporto.it:90/ReplicaTool/app/#/search Measure. Accessed 2017-02-13.

43

Whiletheexcel-databasegaveusoverview,theweb-databaseprovideddepth.Fromtheweb-databasewecouldobtainin-depthinformationabouteachpotentialmeasurewhichenabledustosingleoutthefinalmeasureswhichcouldbeconsideredashavingapotentialbasedontheirTRL-andMRL-assessmentsandanchoringintheusecases.Inthiswaywereducedtheinitialsetofmeasuresto17potentialmeasures,whichwereconsideredasrelevant,significantandimplementable,basedonthethreeusecasesofthisproject.Table4.2belowshowtheissuesidentifiedandtheassociatedmeasuresfromthetoolboxasidentifiedbythisprocess.Itshouldbenotedthateachissuefromtheusecasesmightmatchwithoneormoremeasuresfromthetoolbox,asshowninTable4.2.These15measuresarethusidentifiedasscoringatleastalevel7ontheTRL/MRL-scaleandrequiringaminimumofchangesandadaptationsintheexistingtechnologicalcontexts.However,mostofthemrequireinvestmentstobemadeandwediscussthisissueinouranalysis.

Table4.2ThelinkingbetweentheusecasesandthemeasuresintoolboxCase Usecase Usecase

illustrationMeasureintoolbox

Road HCTRoad

DBSchenker



• AmendmentofDirective96/53/ECPostNord



• AmendmentofDirective96/53/ECRail HCTRail ScandfibreLogistics

(SFL)

• Marathon-Longerandheaviertrains(LHT)

DigitizationofRail ScandfibreLogistics(Transwaggon)

• Digitalenquiryformforfreightwagons(RFIDchip)

• Arrivalestimationforfreightvehicles(freightvehicletrackingdevicesusingGPS-trackers)

Infra GreenInfrastructure Trafikverket • Recyclingoftunnelspoil• Thermaluseofdrainagewater• Unreinforcedtunnelinnerlining• Tunnelliningpotentialenergyexploitation

• 3Dtemperaturemountainmapping• Tunnel3Dsurfacemapping

44

5TheRoadUseCase

5.1BusinessrationaleslinkedtoprofitabilityandGHG-emissionsThebusinessrationaleinroadfreighttransportislinkedtoshorttermchallengesduetoageneralpricepressure.Long-termroadtransporthauliersalsoneedtoreducetheirclimateimpactastransportbyroadcontributessignificantlytoemissionsofgreenhousegases.Cuttingcostandreducinggreenhousegasemissioncanbeachievedthroughoverlappingmeasuresthatis,improvingefficiencythroughbetterutilizationdegreesandlargervehicles.

Figure5.1Relativeemissionsfromatrailerinrelationtoitsdegreeofutilization.Themainsuccessfactorforalltransportoperationisasufficientutilizationdegree.Thisentailssufficientcargoflowsinbothdirectionsenablingeconomicfeasibilitythroughhighproductivitybutalsoloweringtherelativeenvironmentalimpact.Forstretcheswithlargegeneralcargovolumesthismeansthatlongerandheaviertrucks(HCT)increasesitsefficiencyandloweringrelativeGHG-emissionssignificantly.Themaintrade-offisdecreasingabilityforredundancy,asaccesstooptionalroadinfrastructuretherebyislimited.Furthermoreishighercapacitybyroadpotentiallyincreasingcompetitiontowardsrailtransportsolutions,butcouldaswellalsobetterfeedinmodularunitstotherailtransportsystem.Basedonthisbackgroundweidentifythefollowingmeasuresfromthetoolboxasrelevantforthiscase:

• Collaborativebusinessmodels(FTLandLTL)• IntroductionofLNGbasedpropulsion• ProposedamendmentofDirective96/53/EC

CO2 performance of a trailer with a Euro 4 tractor

050100150200250300350

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45

Figure5.2AssessmentofTRL-andMRL-levelsofthethreeactionsdescribedinthe

case.

5.1.1Collaborativebusinessmodels(FTLandLTL)Thisisanareaoflittlecontroversyandsincelongtimewellimplementedinthetransportmarket.Itisprobablytheoldestprincipleoftransportoperationsinceitsverybeginning.Inusingpresentbuzzwords,theconceptcouldbedescribedasexampleson“sharedeconomy”and“horizontalcollaboration”.Themostefficienttransportsystems,i.e.mostprofitablearethosethatputsutilizationdegreeastheircoreactivity.Bydefinitionutilizationdegreeoptimizationmustincludeproductionandsalescriteria´s.Itneedscontinuousshortandlong-termnursingandwilldeterioratequicklyifgiveninsufficientattention.ThenewpossibilitiesinthisfieldareaccesstomoredataandsupportingIT-toolsandmoredevelopedmodelsforcooperation.Somearguethatbigdatadrivencollaborationwillmakethetransportsystemcomparabletointernet26wherecargoflowsisdeliveredbyanytruckinalargeproductionsystem.TounderstandthesystemeffectsoflargervehicleswithregardtotheirpracticalutilizationisakeyevaluationelementforfurtherdevelopmentofHCT.

5.1.2IntroductionofLNG/LBGbasedpropulsionLiquefiednatural/biogas(LNG/LBG)predominantlymethane,CH4isliquefiedthroughamodestpressureandcoolingprocess.LNGachievesahigherreductioninvolumethancompressednaturalgas(CNG)sothatthe(volumetric)energydensityofLNGis2.4timesgreaterthanthatofCNGbutonly60percentofdieselfuel.LNG/LBGcanbeusedindieselenginesbutrequiresacertainamountofdieseltostartthecombustionprocess.IftheprimaryenergyderivesfrombiogastheemissionsofCO2isclosetozero.UsingfossilbasedLNGgivessmallclimatebenefitsincomparisontoregulardiesel,

26 Physical internet compares the transport system with servers and networks for data distribution.

Prestudy Pilottest Test Introduction Inoperation MarketpenetrationCollaborative business models

Prestudy Pilottest Test Introduction Inoperation MarketpenetrationIntroduction of LNG based propulsion

Prestudy Pilottest Test Introduction Inoperation MarketpenetrationAmendment of Directive 96/53/EC

TRL 1-9 Market status

MRL

46

especiallyconsideringslipofthegreenhousegasmethanefromthecombustionthatmayoccur.Oursomewhatwiderinterpretationofthismeasurewithinthetoolboxistheintroductionofrenewablefuelsinroadtransport.Inthiscircumstance,itisworthwhilementioningsomeothersolutions:FuturegasdrivenvehiclesmaydeveloptowardsuseofhydrogenwherehydrogenispotentiallyafuelthatcouldbeprovidedalongtheScanMedcorridor.Electrificationoftrucks27forlonghaulandshortdistanceispresentlyalsodevelopedandtestedinvariousapplications.PromotingchargingstationsalongtheScanMedcorridorcouldpushthisdevelopmentforward.ForthesecondcasethefuelusedisHVO28beingeasilyadoptedbyhaulierssinceitisfullycompatibletoregulardiesel.

5.1.3ProposedamendmentofDirective96/53/ECHeavygoodsvehicles,busesandcoachesmustcomplywithrulesonweightsanddimensionsforroadsafetyreasonsandtoavoiddamageofroads,bridgesandtunnels.TheDirective(EU)2015/719setsmaximumdimensionsandweightsforinternationaltraffic,alsoensuringthatMemberStatescannotrestrictthecirculationofvehicles,thatcomplieswiththeserequirements.ThedirectivealsoaimstoavoidnationaloperatorstobenefitfromundueadvantagesovertheircompetitorsfromotherMemberStates.Concerningtheissueofcross-bordertrafficofvehiclesheavier,longerorhigherthanthelimitssetintheinitialDirective(EU)2015/719endedwiththeconclusionthattherulesofDirective96/53/ECshouldnotbemodified.Eventhoughthedebateoflargervehiclesincross-bordertrafficseemtobedifficultitisrelevanttoevaluatetheeffectsoflargervehicledimensions.Itshouldalsobenotedthatvehiclecombinationsaddingto32meterswerehistoricallyallowedinSwedenuntil1968/69andremainedontheroadsuntil1973.During2016theplanfortheSwedishgovernmentwastochangethetrafficordonnanceregardingthearticle4.5inthe96/53/EG.Thiswouldenablevehiclesorvehicletrainswithnewtechniquesordesignthatnotfulfillstheregulationsinthetrafficordonnanceonweightanddimensionswhereastheycouldoperateonroadsforalimitedtimeperiod.However,thisisstillnotintroduced(February2017).27 Read more on electrified trucks here: http://www.conlogic.se/en/news/trend-outlook-electric-driven-heavy-duty-trucks/. Accessed 2017-03-27. 28 Hydrogenated Vegetable Oil (HVO).

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5.2HighCapacityTransport(HCT)Forlargertrucksthedelimitingfactorsoftransportiseitherweightorvolume.Withinextra-largetrucksinSweden(HighCapacityTransport–HCT)thishasbeenrecognizedthroughtwoseparatesolutions:

• Heavygoodsadaptedtrucks:Increasingmaximumgrossweightfrom64to74ton29.Thisiscalledbaselinevehicle1inTable5.1below.

• Volumesgoodsadaptedtrucks:Increasingmaximumvehiclelengthfrom25.25to34m30.Thisiscalledbaselinevehicle2inTable5.1below.

Figure5.3showsanillustrationofatraditionaltruckinEurope,a25.25-metertruckallowedinSwedenandpartsofEuropeandthealternativeHCT-vehicleandtheircargovolumecapacities.

1.Modulevehicle16,5,Module13,6

2.Moduleveehicle18,75,Module7,82+Module7,82(EUmax)

3.Modulevehicle25,25,Module7,82+Module13,6(dollysemi-trailer)

Figure5.3Longhaulvehicles.

29 The 4th of October, the Swedish Government initiated a council of legislation regarding an introduction of 74-ton trucks on designated Swedish roads being able to carry the additional weight. These roads are located where there is no ability to transport goods by rail or road. The Swedish Parliament will take the formal decision before the 1st of July. Thereafter it will take an additional year to amend required regulations before these trucks can operate on designated roads.. 30 Presently tested in some applications based on special time restricted permits.

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4.Modulevehicle25,25,Module13,6+Module7,82

5.Modulevehicle34,Module13,6+Module13,6

Figure5.3continuedLonghaulvehicles.Hence,HCTbasedonweightmeansincreasingweightfrom64to74tongrossweightandHCTbasedonlengthmeansincreasingthevehiclelengthfrom25.25to34m.InTable5.1theincreaseincargocapacitycomparedtoastandardvehicleisshownunderbaselinevehicle1fortheweight-basedalternative,andshownunderbaselinevehicle2forthelength-basedvolumealternative.

Table5.1CargocapacitycomparisonamongHCT-vehiclesused

Forgeneralcargothemostcommondelimitingfactorisvolume,meaningthatifhigherproductivityshouldbeobtainedbenefitsarereapedmostlybyintroducinglongervehicles.Thisisalsothebackgroundforthetwocasespresentedbelow.Thepracticalimplementationofthemeasuresinthetoolboxhasbeenanalyzedthroughtwocasestudies.OneisDBSchenkerintheirtrafficbetweenGöteborgandMalmöpresentedinsection5.3.TheothercaseisPostNordintheirlinehaulbetweenStockholmandMalmö.Thiscaseispresentedinsection5.4.5.3Leaduser:DBSchenkerForDBSchenkerthegeneralaimoftestingHCTinoperationistoevaluateifitincreasesproductivityonacontinuousbasismeanwhileGHG-emissionsarereduced.WithregardtothisgeneralaimtheHCTisasolutionthatseemstocontributetothesetwoobjectives.

Baselinevehicle1 Baselinevehicle3&4Vehicle Length[m] Width[m] Height[m] Volume[m3] Increase[%] Increase[%]1.Tractorandsemitrailer(16,5m) 13 2,4 3 93,6 0% n/a3&4.Truckandtrailer(25,25m) 20 2,4 3 144 154% 0%5.Tractorandduotrailer(34m) 26 2,4 3 187,2 200% 130%

Cargocarriercapacity

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Itincreasescostproductivitythroughmorecargoononetransportunithavingsimilarorloweroperationalcostsasthecommonlyused25.25meterunits.TheHCTalsofulfilscustomerdemandsaswellasenablemarketingofbetterenvironmentalperformance.DBSchenkerpresentlyoperatesthreedifferentHCTtestvehicles:

1. 1tractorwith2trailersrunningalinehaulbetweenGöteborgandMalmö.2. 1tractorwith2trailersbetweenFalköpingandSkarawithcontainerstoand

fromthetrainforthecustomerJula.3. 1duowagonoperatingalinehaulbetweenGöteborgandHelsingborg,

ThiscasestudyconcentratesontheduotrailerbetweenGöteborgandMalmö.ThelinehaulbetweentheterminalsinGöteborgandMalmöisoperatedbythehaulierKallebäcksÅkeri.Thetransportstartswithcargopick-upthatinvolvessinglesemitrailerswithatractorattheshipper’slocation.Pick-upalsoincludesterminalhandledcargothroughpick-upvehiclesdeliveringcargotothegoodsterminal.WhenfullyloadedthetwosemitrailersareconnectedtoonetractoratDBSchenkerterminalleavingforthenextgoodsterminal.Atthereceivingterminalthedeliverytransportinvolvessinglesemitrailerswithonetractoreachandotherdistributionvehiclesifthecargopassesthegoodsterminal.

5.3.1ChallengesfortheduotrailerThetemporarypermitsusedforthesevehiclesonlyallowtrafficatcertainstretches.Thislimitsredundancy,asde-routingisimpossible.Ifthereisaneedforde-routeduetoatrafficaccident,orroadmaintenancethiswillstopthevehicle.Theonlywaytoby-passsuchahurdleistocallforanadditionaltractoranddecoupletheduotrailervehicle.Thishappensafewtimesperyear.Initiallytherewerealsotimerestrictionsforthesevehiclesontheroad.Theywerenotallowedtobeoutontheroadafter6a.m.,whichsometimesstoppedthetruckandrequiredanothertractor.Thislimitisnoweliminatedandthevehicleisoperational24hours.Overallthevulnerabilityofthesevehiclesisconsideredthesameasfortheprevious25.25vehicles.TheuseoflargerroadvehiclesisnotincontradictionwithinternaleffortstoincreaserailsolutionsaccordingtoDBSchenker.DBSchenkeraimstodoubletheiramountofgoodsontherailsystemandstillpromoteHCT-vehicles.Railismorecosteffectivebuttimetablesarenotsufficientlygoodforsometransportrelationsasthereiscommonlyatrans-shipmentneeded.DBSchenkerseesthesetwosolutionsascomplementary:“WedonotseeHCTasacompetitortorail”31AnotheraspectofHCTvehiclesisthatshuntingincreasesleadtimes.Whenthereisashortdistancebetweenterminalsthegainisthereforelessthanforlongerdistances.Atoneterminalthepracticalspacefortheshuntingisachallenge.IfHCTwouldbeallowed

31 Ida Jonsson, SchenkerConsulting AB.

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onanationalbasistherewouldbeaneedforageneraloverviewofallterminalsandtheirshuntingabilities.Presenttimetablesinthelinehaulsaretightandthereislittleroomforspeedreductionsbelowallowedspeedlimits(forexampleforsavingfuels).Betweensometerminalsthismaybeanoption.However,thisspecifictruckalsostopsonroadbasedweightstationsinordertocalibratetheon-boardweightmeasuringequipmentifthereisanindicationofadeviationwhichalsomeansitlosessometime.DBSchenkerusesbothScaniaandVolvotractorsintheiroperation.TheenginesforHCTareEuroVIandoneisaEuroV.Forlinehauls,terminal-to-terminaltheaverageloadfactorinSwedenis80%byvolume.TheaveragegrossweightofthevehiclebetweenMalmöandGöteborgis59tonwherethemaximumallowedweightis80ton.

Figure5.4Theduotrailervehicle

Sincethisisatestvehicleitsconfigurationisabitheavyandhasastrongengineeffect.Thistruckhastrailerswithaweightof11tonseachandaheavytractor.Ifthistypeofvehicleswillbelegallyacceptedandtherebycommonlyadoptedtherewillbefurtheroptimizationsonengineeffectlinkedtogrossweightsinordertosavefuelconsumption.Anordinarywell-configuredtractorandsemitrailerwithaskilleddrivershouldbeabletoreachafuelconsumptionof0.25-0.3litresperkmwiththistypeoflightcargo.Thismeansthattheduotrailerneedtouselessthan0.5-0.6litres/kmoffuelinordertobeenvironmentallycompetitive.

5.3.2.FactsontheduotrailerFigure5.5showthestretchofthelinehaulbetweenMalmöandGöteborgforwhichtheduotrailerhasbeentested.

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Figure5.5ThelinehaulroutebetweenMalmöandGöteborgusedtotestthedutrailer.Thisstretchhasadistanceof284kmoneway.Belowaresomeadditionalfactsontheduotrailertest.

1. Cargoweight 25-30ton2. Cargovolume ~140m33. Staffing Onedriver

Sincethisisatestofduotrailervehicleanditisoperatedinparallelwithregulartrucksonthislinehaul.AtpresentSchenkeronlyhaveonedolly,thatis,onlyoneduotrailerabilitybutanotherdollywasrecentlyapprovedfundingthroughtheHCTresearchprogramme.Thisshouldenableoneadditionalduotrailervehicle.

5.3.3ConclusionsDBSchenkerhasduringthetestsofallHCTvehiclecombinationsgatheredalotofpracticalresultsandexperiencesincludingrisksandchallenges.IftheHCTbecomesaregularvehicleconceptDBSchenkerwillbeabletoswiftlyadaptaccordingtotheseexperiences.AtagivenamountofcargothenumberoftruckswouldtherebybereducedifHCTwereimplementedatfullscale.Fromacostperspectivetheduotrailersaregoodsolutions.Driver`ssalaryisabigcostburdenforhauliers.Inadditionitisverydifficulttofindqualifieddrivers.IntroductionofHCTwithhighermarginswillmostlikelyhoweverrenderalowermarketpricehencestabilizethesameprofitmarginastoday.

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Theduo-trailerisnotmoredifficulttooperatethananordinarytruckandtrailerof25.25meter.Itmakesitswayssimilarlygood.Schenkeralsoinvestigatesoptionalroadsforthefutureifthisconceptisapprovedonwards.Increasingtheredundancyabilityissomethingthatrequiresadditionalwork.Theduotrailergivessignificantgainswhenoperatinginlinehaulsbetweenterminalswherethereissufficientamountofgoods.Byusingsemitrailersitalsoenablesdeliveryandpick-upatcustomerssmoothly.ItshouldbenotedthattheHCTconceptgivessomevolumeadvantagesbutincomparisonwiththe25.25vehiclesthedifferenceisnotsoprofound.Amodern60-tontruck(25.25m)consumesonaverage0.4liters/kmwherethepresentlybestvehicleconsumes0.35liters/km.Fromastrictenvironmentalperspectivethischallengesthegainsfromtheduotrailervehicle(seeTable5.2).

Table5.2TableofresultsforSchenkerandadditionalimprovementmeasures

ItisobviousthatgreeninglongdistanceroadtransportconsistsofthreebasicelementsthatmustbeincludedintheGHGreductionwork:

1. Fuelefficiencyofthevehicle2. Largevehiclesbeingwellutilized3. Lowcontentoffossilcoalinfuel

IfthiscanbeobtainedtheGHG-reductionpossibilitiesaresignificant.Inthistestthetruckisrunningondiesel,Mk1B7.

No Type GHG-emissionswtw Unit Savings FC[l/km] Fuel Loadfactorw[%]

Comments

1 Tractorwithasemitrailer 64 g/tonkm 0% 0,3 Mk1B7 57% Common EU-truck

2 25,25mtruckandtrailerbase 53 " -18% 0,495 Mk1B7 63% Common Swedish truck

3 25,25mtruckandtrailer 44 -31% 0,57 Mk1B7 85% Common Swedish truck, increasing load factor

4 25,25mtruckandtrailerLBG 13 " -80% 0,57* Biogas 85%Common Swedish truck, increasing load factor biogas fuelled

5 25,25mtruckandtrailerLBG+ 11 " -83% 0,49* Biogas 85%Common Swedish truck, increasing load factor biogas fuelled, ecodriving

6 1duosemitrailerbase 42 " -35% 0,39 Mk1B7 57% Duo trailer base configuration

7 1duosemitrailer+ 33 " -49% 0,42 Mk1B7 77%Duo trailer base configuration, increasing load factor, ecodriving

8 1duosemitrailerLBG+ 10 " -85% 0,42* Biogas 77%Duo trailer base configuration, increasing load factor, ecodriving biogas fuelled

*Dieselequvivalentenergyuse

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5.3.4SensitivityanalysisInfoBox:SensitivitydiscussionByoperatinglargervehicles,wellutilized,significantsavingscanbeachieved.Iftheoperatorfailstoutilizethecapacitythegainswillturnintoincreasedemissionsaslargervehiclesconsumesmorefuel.RegardingtheuseofLNGtheanalysisisbasedonbiogas.TheLBG(andLNG)configurationrequiresdieselincombinationwithgas.Inthishypotheticalcase25%dieselfuel.Ifwehadmadethecalculationbasedonfossilgas(LNG)therewouldhavebeennoGHG-emissionsavings.ByusingbiogasitleadstosignificantGHG-emissionreductions,hencethesensitivitylaysintheabilitytoutilizelargevehiclesandtoswaptofuelswithlesscontentofcarboncoal.Itshouldbenotedthatthedieselusedcontains7%ofFAME.

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5.4Leaduser:PostNord

Figure5.6TheduotraileroperatingforPostNord.Notethatthereareonlytwoaxleson

thetractorThislinehauloperationbetweenPostNord´sgoodsterminalsinStockholmandMalmöisoperatedbythehaulierAlGunsÅkeri,usingfourduotrailerspulledbyfourtractors(Figure5.6).Previouslysix25.25meterstrucksandtrailersoperatedit.Thecargoconsistsofparcelsandsomepalletizedgoodsthataremainlyverylightvolumegoodsbutwhichrequireslargevolumecapacity.Thegrossweightoftheduotrailervehiclesisnormallyaround40tonnespertrip.

AlltractorsareequippedwithEuroVIenginesandareonthenorthboundtriprunningon100%HVO32deliveredbyCircleK.During2016CircleKguaranteedPFAD33-freeHVO,butfrom2017thesuppliercannolongerassurethis.

SouthboundthetractorsarerunningonordinaryMk1B734.Thereisnodifferenceonthefuelconsumptionorotherperformancedeviationsforthetwotypesoffuelsusedinthisoperation.

Theenginesinthetractorshaveafairlysmalleffectsufficientlyadaptedtothisapplicationofflatterrainandlowcargoweight.Thecargoweightisapproximately6tonspersemitrailer.Thefuelconsumptionofthisconfigurationoftheduotrailervehicleis0.32litresperkm.Theloadingofeachsemitrailertakessomethreehoursandiscarriedoutbytheterminals´staffatPostNord.

32 Hydrogenated Vegetable Oil, HVO. 33 PFAD, Palm Fatty Acid Distillate is a bi-product from the palm oil refinery process. PFAD is used for animal feed, detergents, and soap and in the cosmetic industry. PFAD can also be used in HVO production. 34 Environmental class 1 diesel with 7 % blend of FAME (Fatty Acid Methyl Ester).

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5.4.1ChallengesfortheduotrailervehicleThesevehiclesmustonlydriveondesignatedroadswherethereisnomeetingtrafficandareonlyallowedonthreeroutesinSwedensofar.Thehauliersalsoneedaspecialspeedpermitmaximizedat80km/h35.ThevehiclesarepartoftheSwedishHCTresearchprogrammeandthereforereportexperiencestotheHCTresearchprogramme,forexamplethetotaldistances,weightsandtonkmachievedforeachquarterofayearandeachduotrailervehicle.TheyshouldalsobeavailableforpotentialotherstudieswithintheHCTresearchprogramme,suchasevaluationoftrafficsafetyeffectsorotherperformancestudies.TheduotrailervehiclesoperatebetweentheCircleKgasstationoutsideMalmö,2.5kmawayfromthePostNordterminaltoSödertälje.Thefoursemitrailersarepulledtothislocationbyfourtractors.ThereaftertheyareconnectedandpulledtoSödertäljebytwotractors.InSödertäljetheroadtrainsaredisconnectedandatractoreachpullsthetwosemitrailerstothePostNordgoodsterminalsinVeddestaandSegeltorpintheStockholmarea.Inthesimultaneouslyon-goingsouthboundtraffictheoperationisinverted(seeFigure5.7).

Figure5.7TherouteMalmö–Stockholm.

5.4.2.Transportfacts35 Without this special speed permit they are only allowed to operate at maximum 40 km/h.

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• DistancePostNordtoCircleK 2.5km• DistanceMalmötoSödertälje: 580km• DistanceSödertäljeto

Veddesta:66km

• DistanceSödertäljetoSegeltorp:

23km

Transportscheduleperday

• 2semitrailersnorthboundfromMalmötoVeddesta• 2semitrailersnorthboundfromMalmötoSegeltorp• 2semitrailerssouthboundfromVeddestatoMalmö• 2semitrailerssouthboundfromSegeltorptoMalmö

• Cargoweight: 6–7ton/trailer• Loadfactor: Trailersarefullbyvolumeinbothdirections• Staffing Fourlongdistancedriversandfourpilotsforlocaltransport

5.4.3ConclusionsPostNordandthehaulierAlGunsÅkerihavebeenoperatingthislinehaulwithfourduotrailervehiclessinceJuly2016andwillcontinueuntilthepermitexpires.InSwedenthemodificationoftheDirective96/53/ECforHCTseemtoprioritize74-tonvehiclesratherthan34-meterroadtrainsatpresent.Theexistingtemporarypermitforthisoperationisthereforelikelytoexpireafter2017,ifnothingchanges.Whenstartingthenewsolutiontherewerenointroductionhurdles.Overalltheintroductionwasequallyeasyasstartinganyothernewtransportoperation.Theoperationnowrunssmoothlyandtherehavenotbeenanyspecificincidents,majorbreakdownsorcomplaints.TheonlyminorissueisthatthesetrucksarrivinginthenightdisturbsleepingdriversattheScaniaparkinglotinSödertälje.Sincetherearenotimerestrictionsontransportactivitiesatthisspacetheotherdrivershavetoacceptthissmalldisturbance.Theonlytechnicalproblemthusfarisfrozenbrakesatoneoccasiononthelastsemitrailerduetoverylowtemperatures,butthiscouldjustaswellhavehappenedonasinglesemitrailer.Theduotrailervehiclesworkwellandtheonlydifferentoperationcomparedtoprevioussolutionsistheshuntingforconnectinganddisconnectingtrailersinbothendsofthetransport.Ifthissolutionwascommonlyacceptedonallmajorroads,itisforsimilartypesoflightandvolumecargoaveryefficientconfigurationthatisworthwhilescalingup.Introducingrenewablefuels,increasingloadfactor,andpotentiallyintroducingelectrifiedroadsforthistypeofvehiclecouldaccomplishaquantumjumptowardsfossilfreeroadtransport.SeeTable5.3.

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Table5.3TableofresultsforPostNord.

Obviouslytheeconomicproductivityissolidasthereisonlyonedriverperduotrailervehicle.Thenumberoflongdistancedriversistoday4incomparisonstoprevioussixlongdistancedriversforthesameservice.Theinvestmentcostforthetractorandsemitrailersisconsideredtobelowerthanforasimilarlyconfigured25.25mvehicle.Inaddition,thetractorandduo-traileraddsflexibilitysinceitisamodularsetupwheretractorsandsemitrailerscanbeusedinarangeofotherapplications.ImpactonthetrafficsafetyisthemostimportantperformanceissueforHCTthathasbeenmuchdiscussed.Inthissolutiontherehavebeennoreportedtrafficsafetyincidentsandnotmorethanintheprevioussetupoperatingwithmorevehiclesinthetraffici.e.higherlikelihoodofincidentsandaccidents.PostNordhavenotyetcommunicatedgainsfromthisnewandmoreefficienttransportsolution.Thisislikelyatacticaldecisionasitmightdisappearaftertheendof2017.Ifitisprolongedthiscouldbeagoodmarketingactivity.AccordingtoPostNordthissolution

MK1B7 CO2ewtw[kg/l] 2,648HVO100% CO2ewtw[kg/l] 0,3

Initialbaselinesolution Journeys[n] Distance[km] FC[l/km] FQ[kg/l] Trucks[n] Workingdays[n] GHG[tonp.a.] Saving[tonp.a.] Saving[%]Malmö-Segeltorp 2 605,5 0,4 2,648 3 250 962Malmö-Veddesta 2 648,5 0,4 2,648 3 250 1030Total 1992 0 0%

Newsolution Journeys[n] Distance[km] FC[l/km] FQ[kg/l] Trucks[n] Workingdays[n] GHG[tonp.a.] Saving[tonp.a.] Saving[%]Postnord-Shunting 2 2,5 0,32 2,648 8 250 8Malmö-Södertälje 2 580 0,32 2,648 4 250 983Södertälje-Segeltorp 2 23 0,32 2,648 4 250 39Södertälje-Veddesta 2 66 0,32 2,648 4 250 112Total 1142 850 -43%

Presentsolution Journeys[n] Distance[km] FC[l/km] FQ[kg/l] Trucks[n] Workingdays[n] GHG[tonp.a.] Saving[tonp.a.] Saving[%]PostnordMö-Shuntingyard 1 2,5 0,32 2,648 8 250 4Malmö-Södertälje 1 580 0,32 0,3 4 250 56Södertälje-Segeltorp 1 23 0,32 2,648 4 250 19Södertälje-Veddesta 1 66 0,32 2,648 4 250 56Veddesta-Södertälje 1 66 0,32 2,648 4 250 56Segeltorp-Södertälje 1 23 0,32 2,648 4 250 19Södertälje-Malmö 1 580 0,32 2,648 4 250 491Shuntingyard-PostnordMö 1 2,5 0,32 2,648 8 250 4Total 706 1286 -65%

Furtherdevelopment Journeys[n] Distance[km] FC[l/km] FQ[kg/l] Trucks[n] Workingdays[n] GHG[tonp.a.] Saving[tonp.a.] Saving[%]PostnordMö-Shuntingyard 1 2,5 0,3 0,3 8 250 0Malmö-Södertälje 1 580 0,3 0,3 4 250 52Södertälje-Segeltorp 1 23 0,3 0,3 4 250 2Södertälje-Veddesta 1 66 0,3 0,3 4 250 6Veddesta-Södertälje 1 66 0,3 0,3 4 250 6Segeltorp-Södertälje 1 23 0,3 0,3 4 250 2Södertälje-Malmö 1 580 0,3 0,3 4 250 52Shuntingyard-PostnordMö 1 2,5 0,3 0,3 8 250 0Total 121 1871 -94%

Furtherbaselinedevelopment Journeys[n] Distance[km] FC[l/km] FQ[kg/l] Trucks[n] Workingdays[n] GHG[tonp.a.] Saving[tonp.a.] Saving[%]Malmö-Segeltorp 2 605,5 0,35 0,3 3 250 95Malmö-Veddesta 2 648,5 0,35 0,3 3 250 102Total 198 1795 -90%

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shouldreflectthefutureofhowtocarryoutlightweightlongdistancegoodstransportbyroadinSweden.HowtheEUperceivesthisisofcourseanotherissue.Overall,environmentalgainsaresubstantialascanbeseeninTable5.3eventhoughamodern25.25mvehiclewouldreduceemissionstosimilarlevelsifusingthesametypeoffuel.Stilltherearesomeadditionalimprovementsthatcanbedoneinthepresentsolution.Ifspoilerswouldbeappliedonthelasttrailerthefuelconsumptioncouldgodownbysome6-7%to0.336l/kmonayearlybasis.Anotherpoliticallychallengingimprovementwouldbetoaddoneadditionalsemitrailertotheduotrailer(tripletrailer).Thegrossweightwouldinthisspecifictransportsolutionbe55tonneswhichiswithinexistingweightregulations.Tointroducesuchasolutionishoweverperceivedasimpossiblefromapoliticalperspective.FromthisassessmentitisevidentthatthepotentialtotalsavingsofCO2eoftheduotrailerisconsiderable(-94%)(Table5.3)andwouldbeabletomeetpresentSwedishreductiontargets(-85%)for2045alreadytoday.

5.4.4SensitivityanalysisInfoBox:SensitivitydiscussionByoperatinglargervehicles,wellutilized,significantsavingscanbeachieved.Iftheoperatorfailstoutilizethecapacitythegainswillturnintoincreasedemissionsaslargervehiclesconsumesmorefuel.RegardingHVO,theanalysisisbasedon100%HVOwhenused.InthiscasedatacomesfromthefuelsupplierthathavecalculatedperformanceinaccordancewiththeRenewableEnergyDirective.IftheinstructionsonassessmentoffuelGHG-performancewouldchangeorifavailabilityofthisfuelwouldgodownitwouldinflictontheperformance.UsingHVOleadstosignificantGHG-emissionreductions;hencethesensitivitylaysintheabilitytoutilizelargevehiclesandtoswaptofuelswithlesscontentofcarboncoal.Itshouldbenotedthatthedieselusedcontains7%ofFAME.ThemainconcernforthisHVOisavailabilityofsufficientamountofbiomassthatdoesnotinterferewithotherneeds.Ifdemandincreasesthiswouldfurtheramplifythesechallenges.5.5Discussion:CoreissuesfromtheRoadcasesThemainenablerforusinglargerroadvehiclesissufficientcargoflowsinbothdirections.Balancinggoodsflowsisamajorchallengewhenorganizingtransportlogistics.About50%ofallEuropeannorthboundrailwaycargowagonstravelempty37.MeanwhilesignificantfreightvolumesaretransportedinparallelbyroadthatemitmoreCO2andarelesssustainablecomparedtotherailwaysystem38.Thus,wehave

36 In good conditions this low fuel consumption is feasible already today without any further technical requirements. 37 Trafikanalys (2011). 38 McKinnon (2010).

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moresustainablerailwaytransportstravellingemptyside-by-sidewithlesssustainablehalf-emptyroadtransports.Obviously,morebalancedflowsfromincreasedfill-ratesandreducedemptytransportsutilizingmoresustainablemodesoftransportationaredesirable.ThetwocasesbasedonabaselineroadtransportindicatesoverallGHGpotentialsasshowninTable5.4:

Table5.4PotentialofGHGsavingsintheroadcase

Accordingtoastudy39bytheFacultyofEngineeringLTHatLundUniversity(LundsTekniskaHögskola),moreHCTvehiclesmayriskashifttowardsmoreroadtransportsolutionsfromrailandsea.ResearchersatLTHthereforearguesthatthereisaneedtointroducemarket-basedmechanismsthatinparallelincentiviserailbasedtransporteventhoughclimateperformanceofroadtransportimprovessignificantlybyHCT.Thismustalsobeviewedintheperspectiveofgrowingtransportvolumesingeneralaccordingtothesamestudy.ThestudybyLTHclaimthatHCTintroductionatlargescaleisbeneficialtosocietybuthaveariskofalock-insituationbasedonanincreasingshareoflesssustainableroadtransportsolutions.Buildingcompatiblemodularsystemisoneitem.Ifintermodalityofallsemitrailerswereensuredthiswouldenablehighlyefficienttransportlogisticsusingroadandrailincombination.AccordingtotheEuropeanCommissionSAIL-report(ICT-SystemAddressedtoIntegratedLogisticmanagementanddecisionsupportforintermodalportanddryportfacilities)40,only3%oftoday’strailerswithintheEuropeancommunitycanbeliftedbyacraneontoarailwaywagonandtherebyutilizecombinedrailandroadservices.Moreover,thismeanslackingcompatibility,whichinturnincreasestransportlogisticsplanningcostsasonlyfewtrailerscanoperatefreelyinthisrespect.Ontheotherhandthesesemitrailerswouldbecomeheavierwhichwouldincreasetheirfuelconsumptionontheroads.Onewaytoovercomethetranshipmentproblemistoimplementcertainrailwaywagon-basedequipment,somewhichisdescribedinthetoolbox.TheReachStackerandMegaSwingaretwosuchmeasuresshowninFigure5.8.39 Adell et al, (2016). 40 http://cordis.europa.eu/result/rcn/164183_en.html. Accessed 2017-03-05.

Solutions CO2e wtw index Savings[%]Baseline, tractor and trailer conventional fossil fuel based propulsion 100 0HCT, 25.25 meter or 34 meter vehicle conventional fossil fuel based propulsion ~ 65 35%HCT, 25.25 meter or 34 meter vehicle conventional bio fuel based propulsion ~ 20 80%HCT, 25.25 meter or 34 meter vehicle optimized bio fuel based propulsion ~ 10 90%Semitrailer by electric train running on green electricity ~ 0,8 99,2%

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Figure5.8Transshipmentofsemi-trailerthroughcranes(ReachStacker)ortheMegaSwingwagon.

InthissectionwehaveexploredthreeactivitiesintheSwiftlyGreentoolbox:

• LargervehiclesthroughamendmentofDirective96/53/EC,wherethepotentialcostandemissionsavingsaresubstantial.

• Increasingloadfactorthroughacollaborativebusinessmodels(FTLandLTL),whereourcasesinvolvedtwolargetransportoperatorsco-loadingthecargoofseveralshippers.Cargovolumesinbothdirections,thatis,achievingsufficientloadfactorsisapre-requisiteforlargervehicles.

• UsingalternativefuelsbyintroducingLNG-basedpropulsionindicatesneglectableclimategainsasthisfuelisbasedonfossilgas.Ifthegasisbasedonbiomassithasasubstantialreductionpotential.Anotherdrawbackisthatacompressionenginerequiresacertainfractionofdieselforignition.SincegasfuelsareincompatiblewithfluidfuelsthestudyalsolookedintoHVOasanoptionalrenewablefuelthatiseasiertointroduce,asitisfullycompatiblewithpresentdieselfuel.Thisfuelindicatesveryhighsavingpotentials.

Generalconclusionsfromtheroadusecaseare:

• Fromacostsavingperspectivetheduotrailervehicleprovidesabettersolutionas100%morevolumecargocanbeloadedincomparisontotheTractorandsinglesemitrailerand30%morevolumecargocanbeloadedincomparisontothe25.25mvehiclemeanwhileitonlyrequiresonedriver.Equipmentalsoseemstobelessexpensiveandisusefulinotherapplications.

• CoordinationofcargoflowsisneededforlargerHCT-vehiclesinordertoensureasufficientlevelofutilization.

• Fuelefficiencypercubicmetreincreasesby10%fora25,25mvehicleincomparisontoatractorandsinglesemitrailer.Thetractorandduotrailerincreasesfuelefficiencybymorethan30%withthesamebaseline.

• Smoothintroductionofrenewablefuelsneedtofitintothepresentpropulsionsystems

• Themainconcernofthissolutionwouldbeifitwereintroducedlarge-scale.Itsdependenceonahugeamountofbiomassthatdoesnotexistatpresentbecomesasignificantchallenge.Forsmallermarketsandindelimiteduseitcanpavethe

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wayforatransitiontowardsvehiclesthatcanoperateonrenewablefuels.However,largescaletransitiontowardsrenewablebasedpropulsionrequiresmanyotherandparallelsolutions.

• Trafficsafetyisnotsignificantlyaffectedbytheduosemitrailer.• Functionalityofservicesisfairlysimilar.Oneadvantagemaybethatthesemi-

trailercanbedeliveredtotheshipperearlyinthedayforloadingandpickedupintheafternoon.

• Qualityisnotinfluencedsincethiscontainsthesamehandlingandservice.• Minoroperationalchallengesoccurwhenconnectinganddisconnectingtheroad

train.Theconcludingremarkisthatwepresentlyseemtohaverelevantknowledgeandtoolstode-carbonizethelong-haultransportinasmallscale.Thequestionandrealchallengeishowtomakeithappenlarge-scaleinasustainableway.

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6TheRailwayUseCase

6.1CurrentissuesfortherailwaysystemThecurrentrailwaysysteminSwedenistheresultofaprocessofderegulationthathasbeenongoingsincethelate1980s.Attheturnofthemillenniumanumberofnewoperatorswoncontractsforfreightandthepassengertrafficfollowedsoonafter.AnimportanteventwaswhentheSwedishnationalrailSJ(StatensJärnvägar)wasdividedandmadeintoanumberofseparatecompaniesin2001.Thesewereallseparateandindependentandthiswasastepintheprocessofde-regulatingthesectorinSweden.Theresultofthiswasthattheoldnationalrailwasseparatedintoseveralparts.SJABbecameapassengeroperator;GreenCargoafreightoperator/3PLaswellasoperatorofshuntingyardsandJernhusenwasgiventheownershipofrailwaystationsandsomeotherbuildings.TherailinfrastructurewasmadetheresponsibilityofTrV.MaintenancewasseparatedintoSweMaintandEuroMaintandcleaningserviceswasoutsourcedtoISSTraffiCare.TheoperationoftheoldIT-departmentwasnamedUnigridAB(thecompanyhassincebeenboughtbyEDBTeamcoA/Sanddividedbyitsowners).Thede-regulationoftherailwaysystemdidnotonlysplituptheoldnationalrailmonopoly,moreimportantlyitenablednewactorstoenterthemarketforrailservicesingeneraland–ofspecialinteresthere–torailfreightusingtheSwedishrailwayinfrastructure.ScandFibreLogisticsAB(hereafterSFL)isonesuchactor.Onemajorissueinthisde-regulatedsystemhastodowiththeefficientmanagementandcoordinationofthedifferentpartsoftherailwaysystem.Allocatingresourcesformaintenanceandinfrastructureinvestments,digitization,andmanagementandcontrolofthetrainsareperennialissuesthatarecontinuouslydiscussedandworkedon.Thisrequiresmanyactorstoconvergeandcooperate,forexampleTrV(infrastructuremaintenance),GreenCargo(shuntingyardmanagementandfreightoperations)andSFL(managingandcontrollingfreightflows).Anothermajorissueconcernsimprovedintegrationacrossinfrastructure,4/3PLactors,operators,freightforwarders,freightownersandterminaloperatorsinordertoprovideseamlesshighqualityfreightservicestocustomers,nationallyaswellasinternationally.

6.1.1Leaduser:ScandFibreLogistics(SFL)ScandFibreLogisticsAB(hereafterSFL)isafourth-partylogistics(4PL)provider41offeringitscustomersaproductthatenablesthemtoshipcargosacrossEuropeinaneconomicallyefficientandsustainablewaybyutilizingtheexistingEuropeanrailwayinfrastructure.Theproductisadedicatedrailway-service,whichisconstantlyunder

41 Cezanne (2015); Hertz (2003); Jensen (2010).

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developmenttobecomeincreasinglyefficientandsustainable.DerivingitsnamefromthelatestEuropeanrailtimetableshiftthecurrentgenerationoftheserviceiscalled‘Rail17’.TheSFLrailway-servicecomprisesanetworkofterminals,routes,operators,andwagonsorganizedtobecomeapackagedserviceoffer.Thesetypesofdedicatedrailwayservicesarenotuncommonintherailwaysectorandotherexamplesexistaswell.Itdrawsonthecommoninfrastructureandknowledgeonorganizingofefficientandbalancedflowstocreateeffectivelogisticalsystems.Balancingflowsandmanagingconstantchangesandadaptingtovaryingconditionsarerecurrentissuesinthesesystems.ForSFL,thecreationandrealizationofitsrailsysteminvolvesconsiderableorganizingaswellascooperationwithalargesetofindependentactors,suchasinfrastructureowners,trainoperators,wagonrentalcompanies,shuntingcompanies,terminals,forwardersand–notleast–theshippers.ThemaincharacteristicoftherailsysteminitscurrentversionofRail17isformedbytherequirementsofonedominantgroupofshippers.ThesearepapermillsinSwedenusingthesystemtotransporttheirproductstocustomersinEuropeorviaEuropeandeep-seaportstocustomersinotherpartsoftheworld.SFLisawhollyownedsubsidiarytooneofthelargestScandinavianpaperproducers–BillerudKorsnäs.WhileSFLenjoysconsiderableautonomyandtheflowsinRail17alsocompriseproductsfromtwootherpaperproducers,benefitsfromfurtherintegrationwiththeownerisrecognized.Inasense,SFLcouldbedescribedastheoutsourcedfunctionofrailwayshippingfromthreemainpaperproducers:BillerudKorsnäswiththemajorityoftheflowofthesystem,Mondi,andSmurfitKappa.ThemissionofSFListoofferthethreepaperproducerscompetitiveandsustainabletransportsolutionstoterminalsinEurope.Table6.1offerssomecharacteristicsofSFLanditscurrentset-upinRail17.

Table6.1CharacteristicsoftherailwayserviceofSFLAnnualturnoverin2016 Approx.1000MSw.kr.Numberofemployees Approx.25Totalnumberofwagonsinpool Approx.1400–1700AverageloadfactorSouthbound >95%AverageloadfactorNorthbound 50-60%Numberofweeklydeparturesinsystem 300Annualvolumeofcargoinsystem 2,5MtonNumberofmillsserved 7WhilethefocusofthisreportisontheSwedishpartofTEN-TGK3ScanMedcorridortheRail17systemalignswellwiththeScanMedrailfreightcorridor(RFC)overthestretchfromSwedentoNorthernItalyandtheflowsinSwedenareofcoursechannelledfurtherintotheContinentalEuropeansectionandviceversa.

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6.1.2AdedicatedrailwaysystemSFLrepresentsanactororganizingadedicatedrailwaysystemusingthecurrentrailinfrastructureasabasis.SFLorganizestheRail17-systemandhavecontrolmechanismsinplaceintermsofcontractsanddealswiththesuppliersofinfrastructurecomponentstoformacoherentrailway-system.Rail17comprisesaround30terminalsand/orshuntingpointsandstationsacrossEuropefromNorthernSwedentotheSouthofFrance/NorthofSpain(seeFigure6.1).TheRail17systemisnotstatic,butcontinuouslyadaptedtothehonedsupplystrategiesofBillerudKorsnäsbasedonitscustomerstructure,productionstreamliningandnotleasttotheabilitytoattractreturncargo.

Figure6.1TheRail17corenetwork.Source:ScandFibreLogisticsAB,internalrecords.Rail17isbasedonaclosedwagonpool,whichmeansthatneithernorthboundnorsouthboundwagonseverleavethesystem.AssouthboundflowsaredefinedbythepaperproducersinSwedenandthewholeRail17systemisdesignedbasedontheseflows,themajorissueforSFListochannelnorthboundflowstocreateandmanagethebalanceinthissystemtoincreaseoverallefficiency.TherailwaynetworkendsontheborderbetweenFranceandnorthernSpainbecausetheSpanishrailwaysystemhasadifferenttrackwidthascomparedtotherestofEuropecreatingatechnicalinteroperabilityobstacle.TheFrenchsystemstretchestosomeborderterminalssuchasIrun.ItshouldbenotedthatthenetworkchartedinFigure6.1

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isincompleteanddonotshowalldetailsandterminalsinthesystem.Itisusedonlyasanillustration.6.2IssuesforSFLThemainissueforSFListoorganizerailwagonswithloadsinordertoenablelarge-scalerailtransportwithhighproductivityforitscustomersandowners.TothisendSFLuseacombinationofwholetrainswhenpossibleoncorerelationsandwagonloadstobalanceflowsandcatertocustomerneeds.TheaimistocreatecircularflowsinRail17inwhicheconomicfeasibilityandimprovedproductivityarethenormsbutalsowheretheenvironmentaleffectsarethegreatest.Amajorissueinthiscircumstanceistheabilitytofind,createandattractreturncargoontheexistingrelationsthatSFLalreadyhaveasaresultofservingcustomerstoBillerudKorsnäsacrossEurope.Takingthecurrentset-upoftheRail17systemofSFLasapointofdeparturewithfillratesofapproximately100%southboundandaround50-60%northbound,creatingeffectiveandhighcapacitysolutionsonthecorestretchesbecomescrucial.Thismeansthatlongerandheaviertrains(LHT)isanimportantissue.Indeed,SFLcurrentlyuse730mtrainsonitscorestretchontherelationHallsberg–Malmöandpondersthepotentialofperhapsoperating2x750mtrainsinthefuture.ThesetrainsareoperatedincollaborationwithHectorRailusingmodernTRAXXlocomotives(seeFigure3.3).OneTRAXXlocomotivecanpullawholeLHT,asopposedtotheolderRc4locomotivesthatarenotstrongenoughtopullanLHTalone,butarethenusedinpairs.Forsomeverylongtraincombinationsmultiplelocomotivesareused(seeFigure6.2.)ForSFL,thelongerheaviertrainsareacomplementtothestandard630mwholetrainsandwagonloadsoperatedbyGreenCargo.ForSFL,continuouslyworkingwiththewholetrainsandwagonloadstooptimiseloadfactorsandtrainutilizationisarecurrenttacticalissue.Anotherimportantissueisthedigitizationoftherailwayindustry.“Wearedevelopingourbusinessmodelbyfocusingonwagon-controlandtheopportunitiesthatdigitizationopensupfor.”42TheseopportunitiesrepresentamajorshiftinthesectoraccordingtoSFLrepresentatives.Thisshiftisdrivenbydigitizationpairedwithothermegatrendssuchasglobalisationandurbanisation.Fromthisweidentifythefollowingmeasuresfromthetoolboxasrelevantforthiscase:

- Marathon-Longerandheaviertrains(LHT)- Digitalenquiryformforfreightwagons(RFIDchip)- Corridorsectionmanagement

42 Interview with SFL logistics developer. Personal Communication.

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- Arrivalestimationforfreightvehicles(freightvehicletrackingdevices(GPS))Measure1relatestotheissueofLHT,andmeasures2-4totheissueofdigitizationoftherailway.ThefeasibilityofthesemeasuresintermsofTRLandMRLareshownbelowinFigure6.2.

Figure6.2.AssessmentofTRLandMRLofthefourmeasuresdescribedinthecase.

SFLutilizeLHTinitsRail17system.Longertrainsarerelatedtoheavier(hencetheexpressionlongerandheaviertrains–LHT)asillustratedbyFigure6.3below.

Figure6.3Therelationshipbetweentrainweight,lengthandrollingstockinLHT.

Source:CER:BusinessCasesforaPrimaryEuropeanFreightNetwork43.

43 http://www.cer.be. Accessed 2017-03-07.

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Figure6.3illustratestheinterplaybetweenweightandlengthallowedbyEU-regulations.Thex-axisdescribesthelengthofthetrainandthey-axisthemaximumtrainweight.Thesolidlinemarked‘2’inthefigureillustratesthelinkbetweentrainweightandtrainlengthintermsoftheupperboundaryoftheinfrastructureontotaltrainweight.Thedottedhorizontallinemarked‘D’inthefigureillustratestheweightlimittotherollingstockduetotraction,breakingandcouplingissuesofthetrains,hencerepresentingacut-offdelimitation.InSwedenthisisarealissueduetotheuseofbreak-rulesthatarenotsynchronizedwithotherpartsofEuropemeaningthateveniftrainsofacertainlengthandweightcantravelacrosssomeroutesthroughEuropebasedonEuropeanbreak-rules,theycannotcontinueinSwedenbecauseSwedishbreak-rulesaredifferent.ThismeansthateveniftheinfrastructuremayclearaLHT,breakingissuesortractionproblems(forexampleonhillyandsnowyroutes)maycauserestrictions.Efficiencycanprincipallybeincreasedinthreeways:1)byinvestingininfrastructuresoastoallowhigheraxleweight.2)byinvestinginincreasingthelengthofthetrains,and3)byinvestinginupgradestotherollingstock.Realefficiencyimprovementswouldseemtorequireconcertedinvestmentsinallthreewayssimultaneously.Thisisachallengebecausedifferentactorsinthesystemareresponsiblefortheinvestmentsininfrastructure,longertrainsandontherollingstock,respectively.InvestmentsinLHTthereforerequireconsiderablecollaborationamongtheseactors–inthiscasebetweentheSwedishTransportationAdministrationbeingresponsiblefortheinfrastructureandbreak-rulesetc.,Inaddition,thecomplexityofthesystemmeansthatitisneveronlyaboutlongerandheaviertrains–itisalsoaboutorchestratingcircularflowsandefficientutilizationofavailableinfrastructureincludingincreasedloadfactorsandlargerunits.

6.2.1LongerandHeavierTrains(LHT)Longerandheaviertrains(LHT)canbeseenasatypeofHighCapacityTransport(HCT)forrailway.LHTrelatesnotjusttotheassemblyofwagonsandloads–italsoaffectsinfrastructure.Forexample,routesthatlongerandheaviertrainstrafficmusthavemeeting-pointsforlongertrains,andbridgesetc.mustbeadaptedtotheincreasedexposuretoweight,etc.Figure6.4showsaprinciplegraphicoftrainlengthsusedintheScanMedRFC.WhilecurrentSwedishbreak-rulesenable880mtrains,inpracticethisisimpossibleduetopassengertrafficrestrictionsonthetracks.

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Figure6.4.TrainlengthsusedinsomepartsoftheScanMedRFC.

AdaptedfromFröidh(2013:46)44.AproblemforSFListheshuntingyardsinHallsbergandMalmö.Forexample,theshuntingyardinHallsbergwasoriginallydesignedwithwagonloadsinmind,whichmeansthatthedesignandlayoutoftheyardisadaptedtosortingsinglewagonloadsfrommanyincomingtrainstobuildnewwholetrains.Thelogicisthatofbreakinguptrainsfrommultipleoriginsandre-assignindividualwagonstoanewtraininwhichallwagonsgoingtothesamedestinationiscollected.Withevenlongertrainsthisproblemincreasesandeveniflongertrainsaremoreefficientenroute,issuesatshuntingpointscreatesinefficienciesandreducestheutilityofLHT.Yet,SFLcurrentlyhavetwodeparturesdailywithlongertrainsontherouteMalmö–Hallsberg.FromtheSwiftlyGreentoolbox,themeasurecalledMarathonisameasureidentifiedasthemostrelevantforthisissueinthiscase.InMarathon,testswereperformedinFrancewithtrainsupto1500meteroflengthwithpositiveresults.However,bothlegalandinfrastructureissueslimitsitstransferability.The730-metertrainsofSFLanditsideason2x750mtrainsareinterestinglocalapplicationsofthismeasurewhichwefocusoninthisproject.

6.2.2ThedigitizationoftherailwaytransportationsystemWhenitcomestothedigitizationoftherailway,thisisaconcreteissueemphasizedintheSFLcaseinvolvingGPSandRFID-taggingoffreightwagonsintheRail17system.Digitizingmeanstocreateanumericrepresentationofaphenomenon,whichfacilitatesdigitalstorage,processingandtransmissionasit“allowsinformationofallkindsinallformatstobecarriedwiththesameefficiencyandalsointermingled”45.DigitizationrepresentsagreatpotentialfortherailwayandissomethingthatwaitsaroundthecorneraccordingtoSFL.DrawingonthebenefitsoftheGS1-standard46forcargoandinformationflows,SFLusethistodrivethedigitization.TheglobalstandardizationthatGS1enableprovidesincreasedcontrolofwarehousingandtransportationforbothbuyersandsellersandsupportsSFLinitsendeavourtoprovidetimelycargoinformationtoitscustomers.44 Source: Fröidh (2013). 45 McQuail (2010): p. 39. 46 http://www.gs1.org. Accessed 2017-03-23.

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ForSFL,digitizationoriginatesfromaneedtoincreasethemonitoringcapabilityofthefreightwagonsinthesystemandtheyusetheGS1-standardasabasisforcollectingandmanaginginformation.DuetothedistributionofownershipanduseofthewagonsbetweenTranswaggon(TWA)andSFLtheycollaborateonthisprojectandsharestheinitialinvestmentcosts.Fortacticalreasons,onlyGPS-trackersaremountedonthewagons.ThisisadecisionmadeprimarilybyTWA.ItshouldbenotedthatTrVcurrentlyinvestsininstallationsofRFID-readersintheSwedishrailwaysystem.Currently300readershavebeeninstalled(February2017).TheGPS-trackersmountedonthewagonsenablesSFLtogetmorepreciseup-dateddataonwagonpositionsintheRail17network.Forrollingstockwagonsdataissentevery30minutesaswellasatstartsandstops.Thetrackersareequippedwithaccelerometerssothattheycansensechockaswell,thusdetectingwhencollisionsoccursandsendthepositiontoSFL.Forstationarywagonsdataissentevery24hours.Duringtheseconditionsofusethebatteriesinthetrackersareestimatedtolastforcirca5years.Datatransmissionintervalscanbechangedremotelyanddependingontheconfigurationprofileofthetrackers,batteriesareestimatedtolastupto6years.Itisatradeoffbetweenhowoftendataaresentandhowlongthebatterylasts.Figure6.5showstheSFLGPSprojectinstallationdashboardasperMarch2017.

Figure6.5SFLGPSprojectinstallationdashboard.Screenshotasof2017-03-15.

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ThemonitoringcapabilitythatthisprovidesisusefulforSFLbecauseitmeansthattheycantellthedifferencebetweenawagonwaitingtobeshuntedforexampleinModenaandawagonwaitingataterminalinModenatoberegisteredas“arrived”.Withoutthismonitoringcapacity,SFLmayknowthatthewagonis“somewhereinModena”butnotexactlywhere.This,inturnimpactsSFL’sabilitytomoreefficientlyestimateandpredictwagonpositionsandarrivalsandplantheroutesofnorthboundfreights.Implementingadigitizedtrack-and-tracesystemoffreightwagonsenablesSFLtoimproveitsofferingtocustomersaswellastoincreaseoverallefficiencyofthesystem.FromtheSwiftlyGreentoolbox,twomeasurescanbeidentifiedashavingsomerelevancetothisissue.First,themeasureinvolvingdigitalenquiryformforfreightwagons(RFIDchip)isarelevantmeasure.Second,themeasureinvolvingarrivalestimationforfreightvehicles(freightvehicletrackingdevices–‘FVTD’)isalsoarelevantmeasure.Bothareevidentlyrelevantinrelationtothisissueinthiscaseandwillbediscussedmoreindetailbelow.6.3MeasuresandperformanceassessmentsGiventhecoreissueoftheusecase,whichhavebeenbrokendownintotwoconcreteissues,wehaveidentifiedanumberofmeasuresfromthetoolboxthatholdspromiseinrelationtotheseparticularissues.Inthissectionwediscussthesemeasuresinrelationtothecaseandthenreportontheperformanceassessmentsoftheirimplementation.Adheringtothemethodologyadoptedinthisproject,wefirstidentifyabaselinescenario.Thisisascenarioreflectingthecurrentsituationorthesituationinwhichnomeasureshavebeentaken.Thisscenariofunctionsasthebenchmarkcomparisontotheperformanceassessmentofapotentiallyimplementedmeasure.Wethenevaluateeffectsonamicro-aswellasmacro-levelscaleofimplementationofeachmeasure.

6.3.1LongerHeavierTrainsTheimplementationoftheMarathonmeasureintermsofLHTintheusecaseisanalyseddepartingfromabase-linescenario.ThebaselinescenarioisthatofastandardlengthtrainontherelationHallsberg–Malmö.Withthisasabaseline,effectsofimplementingLHTisevaluatedaccordingtothefollowing:

- CurrentSFLScenario:ThecurrentSFLscenarioisdrawnfromSFL’sRail17set-upinwhichLHTservetherelationHallsberg–Malmötwiceadayallweek(InterviewSFLMarketingManager).Thesetrainsare730m(includinglocomotive)ascomparedtoSwedishstandardlengthof630m.

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- ExpandedSFLScenario:ThisscenarioassumesthreeLHTadayallweek,whichisassessedtotangentthemaximumvolumerequiredforSFLinitscurrentRail17set-up.Moredepartureswouldprobablynotyieldanymoreefficiencyincreases–thereislikelyaplateauindemandforthreedeparturesaday.

Asacomplementtothis–andforreasonsofcomparison–theGHG-emissionsoftheCurrentSFLScenarioandtheExtendedSFLScenarioarecomparedinrelationtotheemissionsofequivalentvolumesoffreightusingtrucksinaroadtransportmode.Forbothscenarios,consequencesforGHG-emissionssavingswillbecalculatedusingthebase-linescenarioasbenchmarkandincomparisonalsotoroadtransports.Effectsareevaluatedonbothamicro-levelandmacro-levelscaleofimplementation.

6.3.2AnalysisofLHTMicro-levelassessmentCalculationsforthemicro-levelassessmentoftheSFLusecasearebasedonanumberofassumptions.TheseassumptionsaresummarizedinTable6.2.

Table6.2.AssumptionsmadeinthecalculationsoftheSFLusecaseElectrictraincalculation Unit 630 730 750Maxgrossweight [ton] 2058 2418 2688Cargocapacity [ton] 1320 1560 1740Grossweightempty [ton] 738 858 948LoadfactorSouth [%] 100% 100% 100%LoadfactorNorth [%] 60% 60% 60%Totalround-tripgrossweight [ton] 3588 4212 4680Netweightperround-trip [ton] 2112 2496 2784Electricdistributionlosses [%] 10% 10% 10%CO2ewtw,‘Bramiljöval’ [g/kWh] 8 8 8Electricconsumptionpervehiclekmvkm,includingdistributionlosses [kWh/vkm] 25 28 29Electricconsumptionpernet-tonnekm,includingdistributionlosses [kWh/tkm] 0,024 0,022 0,021CO2epervehiclekm [g/vkm[ 203 220 232CO2epertonkm [g/tkm[ 0,19 0,18 0,17Basedonthepreconditionsdescribedin6.3.1abovewheretrainsaretravelingonflatterrainwelookatthethreescenarioswiththreetrainlengths:BaselineScenario630mwithagrossweightof2058ton;CurrentSFLScenario730mwithagrossweightof2418ton;andExpandedSFLScenario750mwithagrossweightof2688tons.Thegross

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weightiscalculatedbasedononelocomotive(derivedfromcasedata)withagrossweightof78tonandthesumof22,26and29wagonswithagrossweightof90tonforeachscenariorespectively.Loadfactorsarebasedoncasedatainformingusthatitiscloseto100%southboundwithpaperandonaveragearound55-60%northboundwithreturncargo.TheelectricityusedinSwedenisgreen,producedfromrenewablesourceslabelled“BraMiljöval”emitting8gCO2/kWh47.Withanelectricityconsumptionof26,28and30kWhpervehiclekmfor630-,730-and750-metertrainsrespectively;theelectricityconsumptionpernet-ton/kmbecomes0.024,0.022and0.021kWhrespectively.Thisyields0.19,0.18and0.17CO2/tonkminGHG-emissionsfor630-,730-and750-metertrainsrespectively.(Table6.2).Giventheseassumptions,thetotalannualGHG-emissionsforthethreescenariosarecalculatedbasedonthefollowinginputvariables.Eachyearcomprise365workingdaysandeachworkingdayenablestwojourneysontherelationHallsberg–Malmöround-trip.Table6.3showstheresultsofthecalculations.Table6.3ParametersandannualGHG-emissionsandvolumesforthescenariosforLHTScenario Lengt

h[m]Wagons[n]

Journeys[n/d]

TotalGHG[tonCO2e]

Totalvolume[ton]

Emission/ton[gCO2e/ton]

Baseline 630 22 2 142 1542000 91.83CurrentSFL 730 26 “ 153 1822000 84.19ExpandedSFL 750 29 “ 162 2032000 79.57

TheseresultsshowthatusingLHTemitsmoreGHG-emissionsintotalifweassumethatthecapacityisabsorbedbycustomerdemand,whichourcaseinformsusitwould.However,LHTalsoincreasesthetotalgoodscapacityandenablesmoregoodstobetransportedwithcomparablysmallincreasesinGHG.TheannualGHG-emissionspertongoodstransportedinthesystemdecreasesfrom91.83g/tonto84.19g/tonto79.57g/tonwhengoingfrombaseline630-metertrainstocurrentSFL730-metertrainstoafutureexpandedscenariowith750-metertrains.Thus,thisisaclassicexampleofscaleeffectswhereanimplementationoftheexpandedscenariowouldproduceanannualdecreaseoftheGHG-emissionspertonwith12.36g.Thismaysoundlikeasmallnumberbutwithincreasingvolumesthescaleeffectmakesitmoresubstantial.Nevertheless,theneteffectofLHTwhencomparedtothebaselineisquitesmall.Thisisbecausewecompareanalreadyverysustainablelow-emittingrailsolutionwithanotherequallysustainablelow-emittingsolution.Comparingrailwithrailnecessarilyresultsinthis.Theeffectonecanhaveisprimarilyaresultofthescaleeffect.However,asweshall

47 www.transportmeasures.org. Accessed 2017-03-07.

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seeatthemacro-levelassessment,whencomparingthisrailwaysolutionwithalternativeroadsolutionswegetamorenuancedpicture.Macro-levelassessmentInthefollowingwepresenttheresultsofthecalculationsofeffectsfromtheimplementationofLHTonawiderscaleamongall(ormost)operatorsintheSwedishpartofthecorridorontherelationHallsberg–Malmö.Theassumptionsfortherailwaysolutionarethesameasforthemicro-levelscenariowiththedifferencethatweherelookatonlythecurrentSFLscenariowith730-metertrainlengths.Wefurtherassumethat730-meterLHTyieldsthesameresultsforalloperatorsasforSFLinthemicro-levelanalysis.TheSFLusecaseinformsusthatheflowsofSFLintheScanMedRFCconstitute20%ofthetotalflowofthecorridor.IfweassumealinearrelationshipbetweenSFLasaleaduserofLHTandthecorridorasawhole,thetotalLHTactivityinthecorridoristhatoffivetimesthatofSFL’scurrentactivity.ThismeansthatintheSwedishpartoftheScanMedRFCthereare10dailyroundtrip730-meterLHTdeparturesontherelationHallsberg–Malmöthatis477kmlong.Itisworthpointingoutwithclarityherethatthisdoesnot,however,meanthatthisisthetotalcapacityoftheSwedishpartofthecorridorasawhole.Thisisanimportantcaveat.WhatweestimatehereisapotentiallevelofutilizationofLHTintheSwedishpartoftheScanMedRFCthatcanbeconsideredreasonableandrealisticbasedontherailusecaseusingthelead-userSFLasabenchmark.Theresultsfromthisscalingtomacrolevelmustbeusedcautiouslyandwithcareandshouldnotbeconsidereddefinitive.Nevertheless,theydoprovideanindicationofwhatascaledimplementationofthismeasureintheSwedishpartofthecorridorcouldentail,giventhattheassumptionsmadehereholdstrue.Westronglyrecommendreaderstoevaluatethevalidityoftheseresultsinrelationtotheirrespectivesetting.Onewaytodosoistocomparetheassumptionsmadeheretothosemadebythereaderormadeinthereader’ssettingtoseewhethertheyholdtruealsoforthiscontext.Importantly,wedisregardfromtechnicalinfrastructureobstaclessuchaslimitationsinbreak-tables,scheduling,meetingpoints,shuntingyards,etc.butmerelyconsiderthistobethetotalpotentialvolumeofthecorridor.Accordingtoourcalculations,thiswouldcorrespondtoatotalannualvolumeofgoodstransportedbyLHTinthecorridoramountingto9110400tonsandatotalannualGHG-emissionof767tonCO2e.Aswehaveseenintheanalysisoftheeffectsofusinglongerandheaviertrainsabove,theeffectofthisincreaseisrelativelysmalliftheincreaseinvolumestransportedby

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LHTcomesfromothertrain-solutions(e.g.,wagonloadsorwhole630mtrains).Butiftheseflowsareattractedfromroadalternatives,thentheeffectsaresignificant.Inascenariowithanestimatedadditional7288320tonannuallybeingtransportedonLHTintheSwedishpartoftheScanMedRFCitisdifficulttoestimatewheretheseflowswouldcomefrom:iftheyareshiftedfromroadorfromotherformsofrail.WehavethereforemadecalculationsonvariouslevelsofshiftsasisshowninTable6.4.Table6.4showsthedistributionoftransportactivityandGHG-emissionsfromfivelevelsofshiftsfromroadtorailutilizingLHT.Forthiscalculationwehaveassumedtheroad-alternativebeingofthesamelengthasforrail(477km),andthatroadvehiclesbeingusedemits65gCO2e/tonkmwhichisastandardEuroVIengineemissionfiguremoderatedbyaveragegreendrivingtechniques.Thecorrespondingemissionfigureforrailis0.18gCO2e/tonkm.Obviouslythedifferencebetweenrailandroadishuge–especiallyinSwedenwithaccesstosustainableelectricityfromrenewablesources.However,thisisneithersurprisingnoranythingnewanditseemsasifcomparingrailtoroadisunrealisticforanumberofreasons.First,thereasonstotransportcargobyroadaremotivatedbecauseoftherequirementsandtheservicelevelsrequiredareimpossiblefortherailwaytocaterto.Second,railisalwayscomplementedbyothertransportsthefirst/lastmile.However,iftherailsystemcanexpanditscurrentcapacityandprovidequalityservices,thensomeoftheroad-volumescanbeshiftedfromroadtorailinthecorestretchofthecorridor.Giventheparametersdiscussedaboveintermsofthecorridorlength(477km)andCO2e-emmissionsfromroadandrail(65and0.18g/CO2e/tonkm,respectively)Table6.4showsthedistributionofCO2-emissionsamongtheroadandrailoptionsinsixscenariosandabaselinescenario.Table6.4ThedistributionofannualcargovolumesandGHG-emissionsbetweenroad

andrailinthevaryingscenariooptions

ScenarioOption

Totalestimatedvolumeincorridor

Rail RoadShareofaddedvolume

Railcargo[tonp.a.]

CO2e[tonp.a.]

Shareofaddedvolume

Roadcargo[tonp.a.]

CO2e[tonp.a.]

Scenario1 9110400 100% 9110400 782 0% 0 0Scenario2 “ 90% 8199360 704 10% 911040 28247Scenario3 “ 70% 6377280 548 30% 2733120 84740Scenario4 “ 50% 4555200 391 50% 4555200 141234Scenario5 “ 30% 2733120 235 70% 6377280 197728Scenario6 “ 10% 911040 78 90% 8199360 254221Baseline “ 0% 0 0 100% 9110400 282468

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ThebaselinescenariorepresentsascenariowherealltheaddedvolumeintheRFCcomefromroadandconstitutesacompleteshiftfromroadtorail.However,thisscenariomightseemunlikely,andwehavecomplementedtheanalysiswithsomemorescenariossomeofwhichmightbemorerealistic:

• Scenario1representsashiftwherealloftheaddedvolumeintheRFCcomesfromroad

• Scenario2representsashiftwhere90%oftheaddedvolumeintheRFCcomesfromroad





• TheBaselineScenariorepresentsnoshiftoftheaddedvolumeintheRFCtocomefromroad.ThismeansthatthesevolumesarenotgeneratinganysavingsinGHG-emissionsfromroadtransports.

ThesescenariosassumethatthecorridorcanabsorbtheadditionalactivityandthatthesupplyofcargoisgreaterthanthecapacityoftheRFCprovidedbythescenariosabove,thatis,thereisneveraproblemoffillingtheLHTwithcargo.Thisisofcourseasimplification.Theusecaseinformsusthatitisacontinuousworktoensurethatwagonsareloadedandtrainsarefullyutilized–workingwiththeloadfactorsisacontinuousprocess.Nevertheless,forourpurposebeingtoassessthemacro-leveleffectsoftheLHT-measureinthetoolbox,thesearereasonablesimplifications.Forthediscussionofthegreeningresultsofthesescenarios,wehavechosenScenario4,5and6forfurtherdiscussioninalatersection.Thisisbecauseweestimatethesetobeamongthemorerealisticscenariosdiscussedabove.

6.3.3DigitizedrailwayThedigitizationoftherailwaysysteminitselfrendersnexttozeroeffectsoncurrentemissionlevels.However,digitizationistobeconsideredahygienefactorfortherailwayasamodeoftransport.Withoutthis,railwaytransportsriskslosingvolumestoothermodesoftransports,primarilyroad,whichinturnconstitutesanincreaseinGHGemissions.Ontheotherhand,withinvestmentsindigitization,thepotentialandutilityoftherailwayasatransportmodeincreases.WethereforeassesstheperformanceofthesemeasuresintermsofthesavingsofGHGemissionsthatthedigitizationenablesintermsoftheshiftingofvolumesfromroadtorail.SuchamodalshiftisacommongoalforbothnationalandEU-levelinitiatives.

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TheimplementationofadigitizedrailwayintermsofGPS-trackingofwagonsisanalyseddepartingfromabase-linescenario.Thebaselinescenarioisthatofnotrace-and-tracksystemimplementedinRail17.Withthisasabaseline,effectsofimplementingGPS-trackersonwagonsisevaluatedaccordingtothefollowing:

• CurrentSFLScenario:3000wagonsequippedwithGPS-trackers.

• ExpandedSFLScenario:AlloftheSFLrollingstockwagons(approximately6000wagons)equippedwithGPS-trackers.

Thus,forbothscenarios,consequencesforGHG-emissionssavingsarecalculatedassumingshiftingvolumesfromroadtorailasdescribedbelow.

6.3.4AnalysisofdigitizedrailwayMicro-levelassessmentInthefollowingwepresenttheresultsofthecalculationsofeffectsfromtheimplementationofadigitizedrailwayonSFL’svolumesintheSwedishpartoftheRFContherelationHallsberg–Malmö.InthefirstscenarioCurrentSFLweassumethatthedigitizationattracts2%ofthecorridorvolumeasanincreaseinvolumesforSFL.InthesecondscenarioExpandedSFL,weassumedigitizationtoattract10%ofthecorridorvolumeasanincrease.Inbothcasesweassumetheseincreasestocomefromroadtransports,meaningthatitentailsashiftfromroadtorail.SeeTable6.5.TheseincreasesarereasonableconsideringthatBillerudKorsnäs,beingtheownerofSFL,strivestoincreasethetotalvolumesofrailwaytransportsfromitscurrentlevelofcirca50%oftotalvolumesto55-60%ifpossible.Table6.5Thevolumesshiftingfromroadtorailduetodigitizationinthetwoscenarios

ScenarioOption

SFLvolumeincorridor

Railincrease Roaddecrease

Share

Cargovolume[tonp.a.]

CO2e[tonp.a.]

Share

Cargovolume[tonp.a.]

CO2e[tonp.a.]

Scenario1:CurrentSFL

1822080 +2% +36442 +3 -2% -36442 -1130

Scenario2:ExpandedSFL

“ +10% +182208 +16 -10% -182208 -5649

AswiththeLHT-measure,calculationshereassumeacorridorlengthof477kmandtheGHG-emissionsfromroadandrailtobe65gCO2e/tonkmand0.18gCO2e/tonkm,respectively.Whatisanimportantdifferenceisthetotalvolumeinthecorridor.Herewe

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useSFL’scurrentvolumeonLHT(1822080tonp.a.)asapointofdepartureforestimatingtheincreasesinvolumesfromthedigitization.ThelogicbehindthisisthatthedigitizationoftherailwaylikelyattractsvolumesinrelationtoitscurrentvolumesratherthatthetotalintheRFC.WepositthattheincreaseinvolumesduetodigitizationoftherailwayshouldbeassessedinrelationtothescaleofthecurrentutilizationofLHTintherailway-system.Thusweargueforwhatcouldbecalledlead-userscalesymmetry.TakingSFLbeingalead-userasapointofdepartureisawaytoensurerealisticassessments.Atanyrate,usingthecurrentSFLLHTvolumesintheScanMedRFCcanbeconsideredaconservativeassessmentandmitigatesanypositivebiasesoftheeffectsofthemeasure.Macro-levelassessmentThisanalysisisthesameasfortheLHTmeasureabove.Assumingthatadigitizedrailwayenablestheshiftfromroadtorailwecancalculatetheeffectsforshiftsata10,30and50%level,respectively.Thus,theresultsbecomeidenticaltothoseinsection6.3.2Table6.4andarenotduplicatedhere.Themaindifferenceisthathereweassumethedigitizationasaprerequisitefortheshifttohappen.Insection6.3.2nosuchassumptionwasmade.Insteadweassumedtherailwaysystembeingabletoabsorbthevolumeincreaseswithoutanymeasuressuchasdigitizationoranyotherinfrastructureinvestments.Thisisofcourseunrealistic,butgivesaproxytowhateffectsthatcouldbeexpected.

6.3.5SensitivityanalysisInfoBox:SensitivitydiscussionOperatingelectricdriventrainsinevitablyleadstothediscussionofelectricityoriginanditsrelatedemissionssomewhereelse.Thisspecificsolutionusingwellutilizedlongtrainsleadstoaveryenergyefficienttransportsolutionthatinitsdesignisdifficulttomatchwithothertransportsolutions.OnthisspecificrailstretchitoperatesongreenelectricityprocuredbytheSwedishTransportAdministration.TransformingthisspecifictransportsolutionintoageneralperformanceindicatorasCO2ewtw[g/tonkm]wouldleadtotheresultsshowedbelow:Greenelectricity(BraMiljöval): 0.18g/tonkm Nordicelectricitymix: 2.21g/tonkmAverageEuropeanmix: 9.50g/tonkmCoalbasedelectricitymix: 20.00g/tonkmEvenwhenoperatingthetrainoncoalbasedelectricity,theemissionsarefairlylowpertonkm.Forsurethiswouldlowerthegainssignificantlyinthecasebutstillbegood.WehavechosenthealternativeGreenelectricitysincethatiswhatSFLbuys,butwearewellawareofotherviewsonthistopicandthereforeweleavethattothereadertointerpretandevaluate.

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6.4Discussion:CoreissuesfromtheRailwaycase

6.4.1HCTRailOurscenario-analysisfortheScanMedRFCbasedontherailusecaseshowsapotentialforGHG-emissionssavings,especiallywhencargoisshiftedfromroadtorail.However,aswasstatedearlier,anyconclusionsfromthisanalysismustbemadewithutmostcare.Inthefollowingweshalldiscusssomeoftheindicationsthatcanbeidentified.WhileLHTalonecreatesnoaggregatedsavings,thismeasuredoescreateamoreenvironmentallyefficientsolutionastheGHG-emissionspertoncargotransporteddecreases.ThismeansthatthetotalCO2-emissionsincreasebuttheCO2-emissionspertongoodstransporteddecreases(seeTable6.3).However,thesedecreasesarequitesmallascomparedtotheeffectsfromthisincombinationwitashiftfromroadtorail.Inouranalysisweanalysedmanylevelsofshiftsinsixscenarios(section6.3.2andTable6.4).HereweshallfocusontheeffectintermsoftheGHG-savingsthatashiftfromroadtorailinthreescenarioscreates:inScenario6witha10%shiftinvolumefromroadtorail;inScenario5witha30%shiftandinScenario4witha50%shift.SeeTable6.6.Again,fornow,wedisregardanyinfrastructureissuesthatthismayentailandalsofromanyinvestmentsthatmaybenecessary.Table6.6AnnualCO2-emissionsavingswithshiftsfromroadtorailinthreescenarios Unit Scenario6:10%

shiftScenario5:30%shift

Scenario4:50%shift

Rail Volume 911040 2733120 4555200GHG 78 235 391

Road Volume 8199360 6377280 34455200GHG 254221 197728 141234

Sumtotal Volume 9110400 9110400 9110400GHG 254299 197963 141625

Baseline GHG 282468 282468 282468Result GHG-saving -28169 -84505 -140843Note:GHGunits:tonCO2ep.a.Volumeunits:tonp.a.ThebaselineconstitutesScenario6inTable6.4inwhichalltheaddedcargovolumeswouldhavebeentransportedbyroadresultinginatotalofGHG-emissionsamountingto282468tonannually.Thisisasameanofcomparison.IfthismeasurehastheeffectsshowninScenarios3,4and5above–theresultascomparedtothebaselinealternativeoftransportingallthecargobyroadisshownatthebottomoftable6.6.

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Readingthetablefromlefttorightmeansthatonegoesfromarelativelysmallshifttoalargerwithincreasingvolumesofcargogoingfromroadtorail.AscanbeseenfromTable6.6theexpectedsavingsarefollowingtheamountsofcargovolumestransferred.ThisisbecausetherelativeshareofGHG-emissionsfromrailcomparedtoroadissosmall,andbecausethelengthofthestretchisassumedequalforbothroadandrail.Inthisparticularcase,variationintransportactivitybecomesdependentonthecargovolumesonlysincethedistanceisequalandfixed.Itisworthnotingthough,thatascargoshiftsfromroadtorail,thesavingsfromdecreasedemissionsfromroadtransportsaresosignificantandtheincreaseinemissionsfromrailsoinsignificantsothatthetotalGHG-emissionssavingsequalsthatofthemagnitudeoftheshiftitself.Ourresultsshowthata10%shiftfromroadtorailrendersapproximatelya10%decreaseinGHG-emissions,a30%shiftrendersa30%decrease,anda50%shiftrendersa50%decrease(SeeTable6.6).Although,thedistanceof477kmofthispartofthecorridorisfixedandequalforbothroadandrail,giventheemissiondataonrailandroadtransports,usingLHTtoaccelerateashiftcreatesapotentiallysubstantialCO2savingasmoreandmorecargoshiftstorailasisshowninTable6.6.

6.4.2DigitizationofRailThedigitizationoftherailwayinitselfcreatelittleorimmeasurabledirecteffectsonGHG-emissions.However,theindirecteffectsaremeasureable.Table6.7showsthetotalCO2e-savingsfromtheCurrentSFLandExpandedSFLscenariorespectively.

Table6.7GHG-emissionsavingsfromthescenariosofadigitizedrailwayScenarioOption Railincrease

CO2e[tonp.a.]

RoaddecreaseCO2e

[tonp.a.]

TotalsavingCO2e

[tonp.a.]Scenario1:CurrentSFL +3 -1130 -1127Scenario2:ExpandedSFL +16 -5649 -5633Table6.7showthatinthecurrentSFLscenarioderivedfromanestimatedmodest2%shiftfromroadtorail,1127tonsGHG-emissionswouldbesavedeveryyear.Iftheshiftis10%thesavingis5633tonsannually.Yet,themainargumentforinvestinginthedigitizationoftherailwayisnotprimarilybecauseitsgreeningeffects,neitherindirectnordirect,ratheritsduetoaperceivedneedtoconstantlyincreasetheservicelevelofthetransportofferingtocustomers.Thiscanberelatedtothedataontransportpurchasingbehaviourreportedoninchapter3

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earlier.Environmentaleffectsareseenaspositive,butnotprioritized(seeFigure3.2).Ifagreeningeffectiscreateditistobeconsideredasecondaryeffect–almostunintended.Still,suchmeasuresholdsomepromiseasawaytobothpreventvolumesfromleavingrailaswellasattractingnewvolumes,primarilyfromroadtransports,aswehaveshowninthescenariosusedhere.Iflargershiftoccursasaresultfromthedigitizationoftherailway,theeffectsareidenticaltothosereportedanddiscussedinsection6.4.1above.Weshallnotreplicatethemhere,butonlypointoutthattheconsequencesarethesameasinthepreviousanalysis:ifandwhencargoshiftsfromroadtorail,thesavingsfromdecreasedemissionsfromroadtransportsaresosignificantandtheincreaseinemissionsfromrailsoinsignificantsothatthetotalGHG-emissionssavingsequalsthatofthesizeoftheshiftitself.Thesetwoanalysesthuscomplementeachother.

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7TheInfrastructureUseCase

7.1Leaduser:SwedishTransportAdministrationTheSwedishTransportAdministration(hereafterTrV)istheagencyresponsiblefortheoveralllong-terminfrastructureplanningofroad,rail,seaandairtransportinSweden.TrValsomanageandcontroltheconstruction,operationandmaintenanceofstateroadsandrailways.Thelong-termobjectiveofTrVistodevelopanefficientandsustainabletransportsystemthroughsufficientaccessofintermodaltrafficsolutions,hencefulfillingthevisionofatransportsysteminwhich“everybodyarrivessmoothlythegreenandsafeway”.(TrVwebsite).Table7.1showssomecharacteristicsofTrV.

Table7.1CharacteristicsofTrVTotalbudgetin2014 Approx.52600MSw.kr.Numberofemployees2014 Approx.6500Locationofheadquarter BorlängeNumberofofficesacrossSweden 6

7.1.1Generalaspectsoftraffictunnels

Tunnelsforroadandrailareanincreasinglyessentialpartofthetrafficinfrastructuresinceavailablelandisscarce.Trafficaccessneedscanoftenonlybemetbytunnelsduetodifficultlegalprocessesandcriteria’sforbuildingsurfacebasedinfrastructure.Hencetunnelssolveenvironmentalaspectsoflandintrusion,barriereffectsanddisturbingtrafficnoise.Tunnelscanalsosolvetrafficrelatedtopographicalchallengesaswellasensuringasmooththroughput.Meanwhiletunnelshavetheiradvantagestheirconstructionandoperationhasitsspecificchallengesandrisksofsevereenvironmentalimpact.ItisthereforeanambitionfromTrVtocarryoutasolidpreventiveenvironmentalworkinrelationtoconstructionoftunnelinfrastructure.Theenvironmentalimpactfromtunnelscanbedividedintothefollowingphases:

• DesignandConstruction• Operation• Endoflife(moreonaprinciplebasisasfewtunnelsceasetobeused)

Theaimistodesign,buildandoperatetunnelsatminimumenvironmentalimpactmeanwhileitsusereducesnegativetrafficrelatedenvironmentalimpact.

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AccordingtotheSwiftlyGreenproject,ageneralrecommendationistosystematicallydeveloptraffictunnelsthroughthephasesofpre-study/design,constructionandoperation.Theactivitiesineachofthesephasesareshownbelow:Pre-studiesanddesign:

• Systematicassessmentandanalysisofotherbestpractices• Mappinganddesignforanefficientpathway• Analysisofgeothermalpossibilitiesandchallenges48• Designoftunnelforanefficientmaintenance• Analysisofmostenvironmentalandclimateefficientmaterial• Analysisofmostenvironmentalandclimateefficientbuildingprocess• Analysisofmostenvironmentalandclimateefficientbuildinglogistics• Analysisofmostenvironmentalandclimateefficienthandlingofresidues

Construction:

• Considerationofenvironmentalandclimateimpactfrommachineryduringconstruction

• Environmentalandclimateconsiderationswhenselectingmaterialintegratedintheprocurementprocess

• Environmentalandclimateconsiderationsinmaterialdeliveriesandresiduestransport

• Reuseandrecyclingofmaterial• Closedloopsforuseandscrappingoftoxicandenvironmentallydamaging

materialandproducts.Operation:

• Efficientenergyuse(illuminationandventilation)• Cleaning(dustandparticulates)• Maintenance

7.2TheVarbergtunnelprojectOneofthemajorrailwayinfrastructureprojectsinSwedenfocusesonincreasingthecapacityandreliabilityoftheSwedishwestcoastlinefromLundtoGothenburg.Theaimoftheupgradingofthewholewestcoastlineistocreateaquick,efficientandenvironmentallyfriendlymeanoftransportationforbothpeopleandfreight.ThewestcoastlineisanimportantlineintheSwedishrailwayinfrastructureasitconnectsMalmö/LundwithGothenburgandtheportsinthesecities.Currentlyapproximately85%ofthelineisdoubletrack.48 A nice example of how thermal energy out of the tunnel can be used is the Tropenhaus Frutigen tropical greenhouse in Switzerland: https://www.tropenhaus-frutigen.ch/en/. Accessed on 2017-02-26.

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ThisstretchincludesmanyseparatelyextensiveprojectsofwhichthetunnelprojectthroughtheHallandsåswasthemostcomplicated.ThistunnelwasopenedandinauguratedinDecember2015starteditsplanningprocessin1975andconstruction1993.TheVarbergtunnelprojectthatisplannedforconstructionin2019–2024isanotherbigtunnel.TheVarbergtunnelprojectincludesreplacementofoldsingle-trackrailroadthroughthecityofVarberginHallandtoadoubletrackrailroadinatunnelwithaslightlydifferentstretchunderneaththecity.Italsoincludesanewstationunderneaththecentralcityandanewfreightyard.(SeeFigure7.1andTable7.2).

Figure7.1TheVarbergtunnelproject.

(Source:TrV,ExpansionoftheWestCoastLinetodoubletracksthroughVarberg)49Thustheprojectincludesboththeconstructionofthedoubletrackandtunnel,aswellasanewstationandafreightyard.Theprojectisco-financedwithTrVasthemainfinanciersupportedwithadditionalfundingfromJernhusen(forthestation)andVarbergMunicipalityandtheRegionofHalland.

49 Downloaded 2016-11-28 from: http://www.trafikverket.se/contentassets/6af3089d6a754fdca375e5c32d34b4ae/ expansion_of_the_west-coast-line_eng_150924.pdf.

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Table7.2ShortfactsoftheVarbergtunnelproject(Source:TrV).Location WestcoastlinethroughVarberg,HallandLengthofdoubletracks 7,5kmRocktunnel 2,8kmConcretetunnel 300mOpenconcretetrough 900mPlanningperiod 2015–2018Constructionperiod 2019–2024(approx.).Estimatedcost(2009pricelevel) 3990MSw.kr.OneofthebenefitsoftheVarbergtunnelisthatthecurrentbarriersposedbytracksandyardwillbeeliminated.Theinhabitantswilltherebyhavebetteraccesstotheshorelineandloweringthetracksintoatunnelreleasesspaceforhousingandotheractivities.Inaddition,thenoiseemissionsfromthepassingtrainswillbesignificantlyreduced.Whilenoiseemissionreductionmeasuresareaspecificissuefortherailwayingeneral,thesereducednoiseemissionswillbeasecondordereffectofthetunnelproject.Whereeverrailwaylinescutthroughdenselypopulatedareasnoisepollutionandnoiseemissionsarealwaysanannoyance.Hencetheeliminationofnoiseaddstothesocietalnetbenefitoftheproject.7.3IdentificationofmeasuresfromtheTrVcaseOneofthemainissuesforTrVinfrastructureprojectsistoensureefficiencyandsustainabilitygainsincreativeandsmartwayswherethefour-stepprincipleistobeusedasaguide(seeInfoBoxbelow).TheVarbergtunnelprojectisanexampleofaprojectatstep4.

7.3.1Afour-stepguideforinfrastructureprojectsAllactivitieswithintheSwedishTransportAdministrationmustfollowafour-stepprincipleguideforinfrastructureprojects.Eachstepcoversdifferentaspectsandphasesinthedevelopmentoftrafficinfrastructure.Sustainabletransportsfocusonthefirsttwostepsthroughattitudesonusingmoresustainabletransportsolutions.

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InfoBox:Thefour-stepprinciple1Re-thinkThefirststeprevolvesaroundmeasuresoftransport-demandaswellasmodalchoice.2OptimizeThesecondstepfocusonmeasuresthatmakeuseofexistinginfrastructuremoreefficient.3Re-buildIfneededthethirdstepmeanslimitedreconstructionofexistinginfrastructure.4BuildnewThefourthstepiscarriedoutiftransportdemandcannotbemetthroughthethreeprevioussteps.Thismeansnewinvestmentsandlargerupgradingprojects.

7.3.2IdentifyingmeasuresThewholeinfrastructureprojectembracestheupgradingofthewestcoastlinetodoubletracksforreliable,fasterandmoreefficientpassengerandfreighttransport.Therewillalsobegainstobemadelocally.IntheVarbergtunnelcasethemagnitudeofthesegainsaredependentonmanagementoftheproject,technicalissuesandissuesofcreatingcircularflowsofresourcesintheconstructionprocess,etc.AnothereffectoftheVarbergtunnelprojectrelatestonoiseemissionsfromtherailway.NoiseemissionsarelegallytheresponsibilityofTrVbeingtheinfrastructureholder,butnoisegenerationismuchrelatedtotechnicalitiesofthefreightwaggonsownedbyvariousoperators.Ofcoursebuildingtunnelsreducesnoiseemissions,butsuchmeasuresareingeneraltooexpensivetoberelevantifthesolepurposeistolowernoiseemissions.Anotheralternativeistoreducethehighestallowedspeedlimitsatcertainlinesinordertolowerthenoiseemissions,butsuchmeasuresalsohaveotherdrawbacksmakingitlessattractiveasameasure.FromthisrationaleweidentifythefollowingmeasuresfromtheSwiftlyGreentoolboxasrelevantorpartlyrelevantforthiscase:

1. Recyclingoftunnelspoil2. Thermaluseofdrainagewater3. Unreinforcedtunnelinnerlining4. Tunnelliningpotentialenergyexploitation5. 3Dtemperaturemountainmapping

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6. Tunnel3DsurfacemappingMeasure1-6allrelatestotheissueofinfrastructureconstructionmanagement.Thesemeasureshavebeenidentifiedaspotentiallyimplementablebasedonthecase.Figure7.3showsourassessmentoftheTRLandMRLofthesemeasures.

Figure7.3AssessmentofTRLandMRLofthesixmeasuresdescribedinthetunnel

infrastructurecase.

7.4AnalysisandperformanceassessmentsInordertoverifytherelevanceofthetoolboxmeasuresrelatedtotunnelbasedtrafficinfrastructure,indepthinterviewswiththeVarbergprojectmanagerwascarriedout.Intheinterviewsitbecameobviousthatspecificmeasures,beingrelevantatsomeplacesmaynotbeequallyrelevantforothertunnels.HencethissectionpresentstheapproachfromtheVarbergtunnelprojectandthereafterwecommentonthesesolutionsandprocessesinrelationtothesuggestedtoolboxmeasures.Itshouldbeemphasizedthatourempiricaldataisbasedonlimitedempiricaldata,henceconcludingremarksandanalysisshouldthereforebeconsideredasfairlyshallow.Majortrafficinfrastructureprojectsareingeneralinitiatedbypoliticaldecisionsbeingtheprerequisiteforbuildingnewtrafficinfrastructure.Thereaftervariousalternativeroutesareinvestigatedinrelationtotheoverallaimandotherconsiderations.Forrailtrafficinfrastructurethisphasemeansdevelopmentoftherailwayinvestigation(järnvägsutredningen)thatinitsnextphasebecomestherailwayplan(implementation).Priortostartingbuildingarailtunnelmanydiverseandadditionalinterestsalsoariseslocally.InVarbergonesuchexamplewasapoliticalconditionthattherailwaystationmustbeplacedunderneaththecentralpartofthecity.ThisisnotthebestlocationfromapurerailoptimumperspectivebutconsideredcrucialbythecityofVarberg.

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Duringtheprocessofplanningtunnelprojectstendtobecomemoreexpensive,partlybasedonanincentivetokeepcostslowinordertomotivateatunnelproject.Costsarekeptlowduringplanninginordertoarriveatacalculatedprofitableprojectona120yearwritingoffperiod(fortunnels).InVarbergthismeantnoliningandtheconstructionofonemaintunnelandoneservicetunnel.Thesolutionwithtworailwaytunnelsandoneservicetunnelwouldhavebeenbetterforfuturemaintenance,butasitwasmoreexpensiveandaddedcomplexitytotherailwayswitchesinbothendsofthetunnelitwasnotselectedasthefinalsolution.

Systematicfeedbackofexperiencesfromprevioustunnelprojectsisnotfullyinplace.Thereishoweverarequirementonafinalenvironmentalreport.Atthemomenttherearenostringentformatrequirementsonthisreportthatwouldmakefeedbackmoreaccessible.Thereareinotherwordsstillrisksthatpreviouslymademistakescouldberepeated.Anotherissueisthatlocalconditionsarehugelydifferent.Inoneregionormunicipalitytheremayberequirementsthatarenotvalidintheneighboringmunicipalityandsoon.Therearealsodifferencesamongtheindividualstaffwithinmunicipalitieswheretheiropinionsdifferonvariousmatters.

Basedontherailwayinvestigationandtherailwayplantheenvironmentalconsequencesofthenewtunnelhavebeenassessedinfluencingtheconditionsthatneedtobefulfilledbytheconstruction.Ontopoflocalandregionalrequirementsthenationalrailwayrequirementsisanothermajorconstraintthatmustbefulfilled.Thereisalsoarequirementtocarryoutaclimateanalysisofrailtunnelprojects.Theclimateanalysisishoweverevaluatedaftertheprojectisfinalized,assessingdeviationsfrominitialestimatedgainsandisthereforehardtouseasacontrolandmanagementtool.Consequentlytheroleoftheclimateanalysisseemstobedownplayedattimes.Inaddition,technicalissuessuchasfunctionalrequirementsrelatedtospeedrequiresaspecificminimumtrackradiusthatcannotbedeviatedfrom.

AmajordriverforenvironmentalconcernregardingallnewSwedishrailtunnelsisthepreviouslybuilttunnelthroughtheHallandsås.Thisprojecthadhugeenvironmentalproblemsrelatedtoloweringgroundwaterlevelsanduseoftoxicchemicals(RhocaGil).Theprojectbecameanenvironmentalscandalandtooksome23yearstofinalize.TheeffectoftheconstructionfailuresofthetunnelthroughtheHallandsåsisarangeofimprovementsintheconstructionprocesssuchasrequirementsonhandlingofchemicals,listofapprovedchemicalsandachemicaladvisoryboard.Environmentalrequirementsarecontinuouslyincreasinglinkedtonewlegalrequirementsaswellasbasedontheambitiontobeontheforefront.Thisismaterializedthrough:

• Checklists• Environmentalenhancementplans• Processesforpermits• Siterequirements• Protectivemeasuresrelatedtoenvironmentalconsequencesassessment

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• Environmentalconstructionenhancement• Regularenvironmentalcontrols

Theselectionofmaterialisintheendatrade-offbetweencostandenvironmentalimpact.Thesupplierwillchosethecheapestalternativeiftherearenospecificrequirements.

Still,constructionoftunnelsdoesnotalwaysincludespecificationsonallmaterialsused.Previouslyitwaspossibletobuildtunnelsthatseverelyinfluencedsomespecieslivingconditionsnegativelybuttoday´sregulationonprotectingspeciessuchactivitiesneedtobecompensatedelsewhere.Environmentalregulationsareingeneralfulfilledwithoutmarginsbutforsomelargerprojectsmoreresourcesarespentondevelopingproactivemeasures,exceedinglegaldemands.ThereareextensivesupportingguidelinesonsupplierevaluationatTrV,butthemagnitudeoftheprojectoftendeterminesthelevelofambitionwithregardtosupplierevaluation.AtTrVanexogenousfactorforsuccessfulenvironmentalconstructionisthecommitmentfromsuppliers.Iftheyareenvironmentallycommittedtheoutcomeisingeneralmuchbetter.Regardingconstructionforamoreefficientoperationofthetunnelthisisanareathancanbeimproved,althoughthereareimprovementsdonealreadytoday.

Latermaintenanceaspectsarepartoftheprocessthroughthe:• Planning• Investmentsinlargeprojects• Operationandmaintenanceaffectstheplanningprocess

Intheprocessofprocurementofmaterialandconstructionprocessesthereisageneralconcerntonotexceedregulationslinkedtopublicprocurementregulations.Thereisananxietytoestablishconditionsthatmaycausecompetitivedistortionthatcanbeappealed.Ingeneralthisseemstobeanareathatcanbeimproved.

ThetunnelinVarbergisthesecondlargetunnelproject(afterthetunneloftheHallandsås)onthewestcoastrailwaylinewhichwillbefollowedbyoneadditionaltunnelbeforethisstretchisupdatedasawholeaccordingtotheplan.Asummarizingreflectionisthattheprocessisgoodbutconstructionseemstobetraditionalandhighlydependentonindividualsandtheirskillsandexperiences.Toaccomplishworld-classperformancedoesnotseemtobethevision.Thereareinternationalbenchmarkingonhowcomparabletrafficinfrastructureprojectsarecarriedoutandhowspecificrequirementshavebeensolved.Stillitseemsthatthisisnotdonefullysystematically.7.5Discussion:CoreissuesfromtheInfrastructurecaseThemaingeneraldifferencebetweenthetoolboxmeasuresandtheactualprocessoftheVarbergtunnelisitspracticalimplementation.Inrealitytheprocessismuchimpacted

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fromeconomicalandtechnicalrealitiesthatinpracticeleadtothefinalsolution.Anotherfactorthatdeviatesisthehighdependenceonpracticalexperiencesinreality.ItseemstobealargenumberofcontrolmechanismsandproceduresinordertoavoidasimilarenvironmentaldisasterasforthetunnelthroughtheHallandsås.Maybelesswouldbemoreintheseprocesseswithmorestringentguidelines.Somethingthatwasobviousisthatmeasuresinthetoolboxwereneverconsideredinthisprocess.

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8DiscussionImplementingimprovementmeasuresalwaysentailcostsinordertoaccomplishserviceimprovementsorsavingswithregardtoemissionsoroperationalcosts.Intransportlogisticstheyoften,butnotalwayscometogether.Oneissuetomanageinthesecircumstancesiswhowillbearthecostforagivenmeasure.Thisisagenericissueandisvalidregardlessofmodality,measureorcontext.Atagenerallevel,itisaquestionofhowcosts,benefits,responsibilities,ownership,maintenanceandinvestmentsaredistributedamongasetofheterogeneousactorsinacomplexsocio-technical-economicmatrix.Inthiscontextitislinkeddothetrafficandtransportsystemswhereinitiatives,measuresandattemptsaimtomakethesesystemsmoresustainable.Ifwecanovercomeeconomicalandregulatorybarriersourresultsindicateconsiderableemissionsavingspotential.OurresultsindicatethatbysystematicallyandpersistentlyimplementingtwoorthreemeasuresfromthetoolboxitispossibletoreachtheambitioustransportrelatedGHGtargetspriorto2045setbytheSwedishgovernment.CombiningHCT-roadmeasuressuchaslongertruckstoallowfor32mvehiclesfuelledbyHVOwithlongandheavy730m-trains(LHT)onthecorerelationMalmö–HallsbergoftheScanMedcorridorcreatesreductionsinGHG-emissionsonascalethatfullyimplementedwouldenablethetransportsectortoreachitsemissiontargets.Thisleadsustoconcludethattherearerelativelyfewtechnicalobstaclestoreachthetargetsifweassumethattherearesufficientamountsofbiomassavailable.However,scalinguptheuseofbiofuelstomeetcurrentandfuturegrowingneedsintheglobaltrafficsystemisimpossible.Wethereforeneedtoalsoimplementmeasuresondemandmanagement,energyefficiencyandintroduceamassiveelectrificationeffort.Stillwewouldneedtoaddenormousbiofuelsproductioncapacitythatataverylargescalemayconflictwithfoodproduction.Whatwerefertointhisstudyisthetransportindustry’sabilitytoadoptthesesolutions.Apartfromresourcelimitations,obstaclesthatexistareoflegal,regulative,organisationalandeconomiccharacter.Tofullyharnessthepotentialidentifiedinthisreport,issuessuchasEU-regulationconcerningHCT-road,thedevelopmentofopenbusinessmodels,neglectedinfrastructuremaintenanceandinvestments,andtheharmonizingofrailwayregulationsandcontrolmustbedealtwith.

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• WerecommendthatTrVtakealeadingroleinensuringmaintenanceandinfrastructureinvestmentstoenablemoreHCT-roadaswellasLHT.Roadandrailarenotopposingpartiesinazero-sumgameinthis,butcomplementarytowardsagreenertransportsystem.

• Werecommendbusinessactorsinthesectortoworkondevelopingmoreopen

businessmodelsthatenablescooperationandmoresystematicsynchronizationandcoordinationofcargoflows.

• Werecommendpolicyinstitutionsandregulatorstocreatelong-term

systematicregulationsthatensuresthatherulesofthegamearecoherent,stableandgearedtowardscreatingafossilfreetransportationsystemin2045.Thisalsorequiresinternationalalignment.

Anotherimportantreflectionthatwemakeconcerningthetoolboxandthecorridoristhatthelattercouldbeutilizedasatestbedformeasuresintheformer.Forexample,forroadtransports,wesuggestutilizingthecorridorasaplatform/infrastructuretotestanddevelopsolutionsfortheimplementationofrenewablefuels.Developmentanddesignofnewinfrastructurestoproduceanddistributenovelfuelsarerequiredforsuchmeasurestobesuccessfulonalargerscale,andtheScanMedcorridorshouldbethenaturallocationforsuchdevelopmentprojectsandtests.Itcouldsimilarlybeusedinthiswayforrailwaytransportswhere,forexample,theutilizationofrenewableelectricitycouldbeevaluatedalonglongersectionsofthecorridortoassessitspotential.Oursensitivityanalysessuggestthatthereisroomforimprovementinthisarea.Inordertoavoidsuboptimization,ageneralconclusioninthesustainabilitytransformationofthetrafficandtransportsystemistoalwaysconsiderscarcityofresources.TheSFLrailwaycaseindicatesthatifthereisscarcityof,forexample,trainslots,theyshouldprimarilybeusedforinlandheavygoodsasthealternativebyroadissignificantlyworse.Lightandvolumegoodsonmediumdistancesshouldnotcompeteforthesetrainslots(ifthereisascarcity).TheycanadvantageouslyusetheHCTalternative.Asinfrastructurecostingeneralishighandthereislongtermneedstoimprovetherailwaysystem,seatransportalongthecoastshouldbedevelopedasanalternativesinceoveruseoftherailwaytrackwilldecreaseitsreliability.Theseamodalitycancomplementroadandrailinthisway.Renewablefuelsshouldprimarilybeusedforheavyvehiclesatmediumdistance,aselectrificationofthesevehiclesissignificantlymoredifficultthanofcarsthatingeneraloperatelocally.

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ThesefewexamplesaimstodescribeaneedtoenhanceacredibleandsolidroadmaptowardsaclimateneutraltrafficandtransportsystemwhereeachmeasureshouldbesupportedbyaperformanceindicatorontheircostperkgCO2esaved.Thiswouldgiveagoodpriorityliststartingoffwithactivitiesthatgivethemost“bangforthebuck”.8.1ImplicationsfortheroadusecaseMakingroadtransportmoreefficientthroughlargercapacitymeanslargervehiclesthatmayconflictwithtrafficinfrastructurecapability,modalcompetitionandintotalalessenergyandclimateefficienttransportsystem.Ontheotherhandtheroadcasethroughtheduo-trailershowssignificantpotentialofGHG-emissionsavings.Theropetrickisthereforetopromotelongdistancetransportbyrailwherebyveryefficientroadtransportiscarriedoutforpick-upanddeliverybyduo-trailersifpossible.Ifrailserviceoffersinsufficientlongdistanceservice,theduo-trailer-basedroadtransportusingrenewablefuelisaverygoodalternative.IncombinationthiswouldtakeusfarinourambitionstoreduceGHG-emissions.BasedonourexamplesitisobviousthatweneedintelligentpoliciesthatensuresignificantreductionsoftransportrelatedGHG-emissionsintotal(effect)andinrelativeterms(efficiency).Ifitispossibletoovercomepre-assumptionsonrightandwrongwithregardtomodalchoiceandinsteadfocusonresultsitisverylikelythatwecanreducetransportrelatedemissionsby85%beforethepresenttargetyear2045.8.2ImplicationsfortherailusecaseOurresultsshowthatascargoshiftsfromroadtorailintheSwedishpartoftheScanMedcorridor,thesavingsfromdecreasedemissionsfromroadtransportsareverylargeinrelationtotheincreaseinemissionsfromrail,whichareverysmall.Asaresult,thetotalGHG-emissionssavingsnearlyequalsthatofthesizeoftheshiftitself.ThisspeaksforanaccelerationoftheimplementationofLHTintheScanMedRFC.However,thereareobstaclestobeovercomeinordertodoso.Sincetherailwaytransportationsystemisahighlycomplexsocio-technicalsystemcomprisedofanetworkofmanydifferentactors–thequestionofinvestmentsandcostabsorptionforimplementationofmeasuresisoneobstacle.Forexample,whenitcomestoLHTinvestmentsonrollingstockaquestionfortheownersandusersofthewagonsisthattheinvestmentsininfrastructureistheresponsibilityofTrV(andequivalentbodiesinothercountries)andtheinvestmentsinusinglongertrainsisaquestionfor4PL-actorssuchasSFLand/oroperatorssuchasHectorRailand/orwagonownerssuchasTWA.Organizationallythefreightwagonsareusuallyownedbyoneactorwhorentthemtootheractorswhousesthemoninfrastructureinmanycountries,pulledbymanyactorsovervariousstretches,andloadedwithfreightfromactorsinmanycompletelydifferentindustrysectors.WhobearsthecostsforinvestmentsinGHG-reductionmeasuresoftherollingstockinthissituation?Thisissueisemphasizedinthedigitizationissueinwhich

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wagonsmustbeequippedwithtechnologythatrequiresinvestmentsandwheredetectionequipmentmustbeinstalledalongtherailwaytracks,etc.Bothmeasuresrequireinvestmentsandemphasizestheissueconcerningwhowillbearthecostsfortheseinvestments.Anothercriticalissuehastodowiththecoordinationandsynchronizationofinfrastructureacrossnationstates.TheScanMedcorridorisseenandmanagedasaunityfromtheEU-perspective,howeverinpracticethisisnotquitethecase.TheScanMedRFCCorridor-OneStopShopcannotbeutilizedtoitsfullextentduetophysicalinfrastructurerestrictionsatthemarshallingyardinMalmö,similartotheonesatthemarshallingyardinHallsberg.Herethedevelopmentandinvestmentsinphysicalinfrastructureandtheorganizationaldevelopmentaredecoupledandnon-coordinated.Nevertheless,the6billionSw.kr.investmentthatTrVhaveannounced50ininfrastructurefacilitiesinMalmö,HallsbergandSävenäsinordertoupgradethemwould,inthelightoftheresultsfromthisproject,seemlikeagoodstepintherightdirection.8.3ImplicationsforTrVForanactorsuchasTrV,findingmechanismstodistributecostsandrewardsinsuchacomplexsystemastheSwedishtrafficinfrastructureisoneimportanttaskthatneedstoberesolvedinordertobeabletoreallytakeastepaheadingreeningthetransportsysteminSweden.ForTrV,thisisparticularlyemphasizedastheyhavetheroleasbothacontrollingagentbutalsoastheagentresponsibleformaintainingandbuildingtheSwedishtrafficinfrastructure.Understandingthenetworkofactorsandrolesandhowcostsandrevenuesaredistributedamongthemisakeyissue.Simplyput,understandingthebusinesscasesiscrucialinordertobeabletomobilizesupportandcommitmentenoughtoimplementmeasurestogreenthetransportationsystem,whetherthesemeasurescomesfromtheSwiftlyGreentoolboxornot.Thetraditionalsolutionhasbeentoregulatethroughtheinfrastructureadministratorandthroughmarket-basedmeasuresandtaxreductions.HenceTrVcanimposeregulation–forexample,basedonameasurefromthetoolbox.ThismeansthatthenetworkofactorsutilizingtheinfrastructureinquestionisforcedtoabsorbthecostforinvestinginGHG-reductions,andthatthedistributionofcostsandbenefitsfromthatismanagedbythenetworks.Usually,thismeansthattheweakeractorscarrythemostoftheinvestmentburdenswhichisnotalwaystothebenefitofthenetworkintotalbecauseittendtoweakenthealreadyweakandchannelwealthandresourcestothealreadystrong51.Itmeansthatthenetworkisbeingtightenedandsuccessivelydensersoastoeventuallycomprise

50 March 2017. 51 Olsen, Prenkert, Hoholm, & Harrison (2014).

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onlyasmallernumberofconsolidatedandpowerfulactors.Theseactorsusuallyaimtoconservestatusquoandresistchangeandinnovation.Thisisusuallywhathappensinthesetypesofcomplexnetworkstructures–itproducesFatCats.WeconcludethattheFatCat-problemisatraitoftheSwedishtransportationsystemingeneral.Unfortunately,therearenoreadilyavailableantidotesinresearchyet,butlearningtomanageandunderstandthedynamicsofcomplexsocio-technicalindustrialnetworksiscrucialforanyinvolvedactor,andespeciallyforthosesettoregulatesuchindustries52.Ifnoregulationisimposedonthenetwork,theminimumamountofresourcesrequiredwillbespentoninvestmentsininfrastructure,commonsandcollectiveutility53.Thisisknownasthe‘tragedyofthecommons’intheresearchliterature.Someregulationisthereforenecessary,buthowandofwhattypeisadifficultandpertinentquestion.Drawingontherailusecaseinthisreport,itisimportanttounderstandthefunctionandbehaviouroftheindustrialnetworksaround,forexample,arailwayinfrastructure–otherwisethisinfrastructure–thiscommonresource–willeventuallyerodeasaresultofthetragedyofthecommons.Unfortunately,thelackofmaintenanceandcurrentproblemsoftechnicalqualityisamanifestationofthisbegunerosionoftheSwedishrailwayinfrastructure.AsystematicandcoherentstrategyforinvestmentsandmaintenanceofrailwayinfrastructureisacoreissueforTrVinthiscircumstance.ThisreportshowsthatinvestmentsthatenableashiftfromroadtorailandtheaccelerationofLHTaremeasuresthatprovidesubstantialgreeningeffects.8.4ImplicationsfortheSwedishpartoftheScanMedcorridorDrawingonthemethodologyusedinthisreport,assessingthenecessarylevelofadaptationandchangetoanalreadyexistingsocio-economic-technologicalcontextforanygivenmeasureseemtobeofcrucialimportanceforanysuccessinitsimplementation.Theseassessmentsincludeassessmentsofthenetworkreadinesstoadapttonewlyintroducedmeasures.Suchnetworkaccommodationisresourcedemandingandrequiressubstantialamountsofeffortinmobilizingsupportfromotheractors.OneimplicationfromthisisthattheTRLandMRLmightbenefitfrombeingcomplementedwithaNetworkReadinessLevel(NRL)assessment.Thiswouldentailadoptinganinteractiveviewontherelationshipbetweenscience-technologyandbusinessanddevelopingsomemeasuresofthereadinesslevelofameasureinrelationtosomeimportantnetworkdimensions.Whilesuchadevelopmenttaskisbeyondthe

52 Håkansson (2006). 53 Ostrom (2002).

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scopeofthisreport,relatingthemeasuresinquestiontoaspecificusercontextfunctionedasaproxytothis.AdoptingthismethodologyandcomplementingtheTRLandMRLassessmentswithanNRLassessment(ifdoneproperly)wouldlikelyyieldsignificantlymorepotentselectionsofmeasuresthathavemorerealisticpotentialstobesuccessfullyimplemented.Suchmeasureswouldalso,bydefinitionbeindustryrelevantandhavesignificantconsequencesforactorsinvolvedintheusercontextsfromwhichtheyoriginate.Inaddition,extendingtheSwiftlyGreentoolboxwithnewmeasuresidentifiedbyasystematicapplicationofthismethodologyonawiderangeofusecaseswouldbenefitthegreeningambitionsofthetransportationsector.8.5RecommendationsBasedonouranalysisofthethreeusecasesandcalculationsofeffectsonselectmeasuresfromtheSwiftlyGreentoolbox,wecanidentifyanumberofrecommendations.FirstwelistthosedirectedtoTrVastheinfrastructureholder.Thenwelistthosedirectedtootheractorsinthesector.

8.5.1RecommendationsforTrVastheinfrastructureowner

• Securecompetenceandknowledgeonwhatmechanismsthatcanbeusedtodistributebenefitsandresponsibilitiesandusethesestrategicallytogreenthetransportsystem

• PrioritizeinvestmentsinrailinfrastructuretoenableanaccelerationoftheutilizationofLHT

• Prioritizeinvestmentsinrailinfrastructurethatenablesafurtherandsmoothershiftfromroadtorailtransports–forexamplebymakingHallsbergshuntingyardastate-of-the-artnodeinScandinaviaandSävenässhuntingyardinGothenburganoceangate,andMalmöshuntingyardcapableofmanagingLHTfromthecontinent.

• UsethemethodologyfromthisreporttoidentifypotentialmeasuresandassesstheirTRLandMRL.

8.5.2Recommendationtoshippersandserviceprovidersinthesector

• LearnhowtobecomeanefficientnetworkactorintheSwedishtransportationsector

• Learnhowtoopenupyourbusinessmodeltootheractorsinthesector,withoutunacceptableincreasesofbusinessrisk

• Ensurethatyourbusinessmodelisalignedwiththedevelopmenttowardsgreenertransportsystems

• Ensurethatyouareanimportantactorforothers–forexamplebyenhancingyourbusinessmodelorthroughstrategiccollaboration

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• Cooperateandcollaboratewithotheractorsinordertorealizepotentialsandrevenuesthatareotherwiseinaccessible

• Becomeawizardatunderstandingthemechanismsbywhichrewardsandresponsibilitiesaredistributedamongactorsinyourparticularnetwork

• Learnhowtoleveragethesustainability-aspectsofyourroleinthetransportsystem

8.6PostScriptReflectingonthemeasuresoftheSwiftlyGreentoolbox,oneprobleministhattheyareofakindthatplacestheminanoman’sland.Eithertheyareextremelyspecificconcerningadetailedissueon–forexample–tunnelliningtechniques.Ortheyarewaytoogeneral,almostgenericsoastoloseanyrelevanceinpracticalapplication,suchas–forexample–theideaofmega-hubsformultimodalsolutions.Thismakesthemeasureshardtouseandimplement.Onewaytodealwiththisistocontinueworkingwiththetoolboxandaddspecificitytomeasuresthataretoogenericaswellascontexttothosethataretoospecific,soastomakethetoolboxmorebalancedinthefuture.Anotherproblemwiththetoolboxisthatitisunbalancedinrelationtothetransportmodalities.Railisoverrepresentedamongmeasureswhencomparedtoroad,andespeciallytosea.Therearenosea-relatedmeasuresatallinthetoolboxifonedisregardstheonesrelatingtoports.Thisisaproblem,astheScanMedcorridorarguablyalsocomprisesstretchesacrosssea.Itwouldthusbereasonabletoincludealsoseawaytransportsinthetoolbox.Inaddition,domesticseafreightisanalternativethatmightprovideopportunitiesforadditionalgreeningofthetransportationsystem,showingagrowinginterestandpotential.Inlandandcoastalseafreightcomplementroadandrailtransportsasweprogresstowardsasustainabletransportsystem.Overallthereisalsotheproblemofupdatingadatabaseofthiskind.MucheffortwereputintothetoolboxduringtheprojectSwiftlyGreenbutnoexampleshavebeenputinthetoolboxsincetheprojectended.Mostlikely,foratoolboxlikeSwiftlyGreentobeusedandtobemoreusefulformany,itwouldrequireadditionalworkaswellascontinuousupdatesandmaintenance.

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Appendix A: Summary of the SwiftlyGreenprojectSWIFTLYGreen(Sweden-ItalyFreightTransportandLogisticsGreenCorridor)isaEuropeanCommission(TEN-T)fundedprojectwithamissiontosupport“greening”,developmentofgreenlogisticsandtransport,intheentireTEN-Tnetwork.TheSWIFTLYGreenprojecthas13partnersfromsixcountries).Theprojectstarted1OctoberandendedinDecember2015andwascoordinatedbyCLOSER,LindholmenSciencePark.Theoverallquestiontobeansweredis:“Howcanwefosteragreeningoftransport–andcanweturnpolicyaimsintopractice?”Source:Report,FinalConferenceReport,Webinar2015-11-26.http://www.swiftlygreen.eu/sites/default/files/content/final_conference_report_26_nov_2015_2.pdf.Accessed2017-03-24.HowdoesSwiftlyGreenmeetthepoliticalpriorities?Bydeveloping:

• AsetofmeasuresforgreeningthetransportcorridorbasedonsolutionsimplementedbothatMemberStatesandEuropeanLevel.

• Adeliveryofamethodologytoassesstheperformanceoftheimplementedmeasures.

• Atool-boxconsistingofasetofguidelinesandrecommendationsforactionstobeimplementedinordertoenhanceTEN-Tcorridors

• Anestablishmentofgreeningcorridordevelopmentplan.Source:http://www.swiftlygreen.eu/sites/default/files/content/1_sofia.papantoniadou_swiftly_green.pdf.Accessed2017-03-24.Formoreinformation,turntotheSwiftlyGreenwebsite:http://www.swiftlygreen.eu/en/reports-material

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