the problems researched and that the members of the research group acquire a fuller
understanding and perception of the different problems being investigated. The other
methodology is exemplified by researchers of the group conducting independent
inquiries by themselves. There is no more coordination than simply the putting
together of different work packages presented individually. In the worst case scenario, the coordinators lack oversight of the research carried out by the individual
groups leading to overlaps among different work packages remaining undetected.
A recent project funded by the Swedish Innovation Agency VINNOVA in 2016
and reported to the fundraiser in 2019, researched the possible impact of environmental differentiated dues and incentives in ports on development of transport to and
from the ports. In this project,
1 the IVL Swedish Environmental Research Institute
took the lead and the research group, IVL, Gothenburg University
2 and VTI
3
designed and conducted the studies. In this case the research groups worked individually and with no coordination in the way that the findings from one group was
not shared in its concluding stage until the final report was submitted.
4 The purpose
of the research was described as a task “to examine from an interdisciplinary
approach how environmental differentiated dues and incentives in ports can reduce
the environmental impact caused by all transport modes that call at the port”.
This chapter is based on the findings from the aforementioned project. Taking
Sweden as a role model for the continuing discussion is relevant from many
perspectives and for various reasons. First, the Swedish coastline is one of the
longest in Europe. It spans from the north of the Gulf of Bothnia through the Baltic
Sea, the Sound between Sweden and Denmark through the Kattegat and into
Skagerrak ending at the Swedish-Norwegian boundary at Grisbådarna; a total of
2400 km. A second reason is that when it comes to land boundaries, Sweden is
adjacent only to Norway and Finland. A third reason is that Swedish import and,
more importantly, its export, relies heavily on seaborne trade. The Swedish industry
has traditionally leaned towards heavy mechanical industry, paper and pulp industry
associated with timber and, of course, the iron ore and steel industries. According to
the information gleaned from Ports of Sweden
5 the actual figures regarding dry bulk
over quay in 2017 was 40,432,000 tons and wet bulk 38,165,000 tons.
1 This project was titled Environmental differentiated port dues, decided by VINNOVA on the 1st of
November 2016, the final report is by the time of writing this contribution still in progress for
publishing.
2 The research group from Gothenburg University comprised of researchers from the three departments from the School of Business, Economics and Law.
3 VTI is Swedish National Road and Transport Research Institute.
4 It is thereby difficult to find a red line through report it is sooner a report with a number of
contributions that at a time contradict each other. This contribution to Maritime Law in Motion will
bring some of the findings and draw some conclusions from a legal perspective.
5 Ports of Sweden is an industry and employers’ organization comprising 60 port companies and
over 4000 employees. Practically all Sweden’s port companies are members. As an industry
organization, Ports of Sweden represent also around 15 port administrations through co-operation
agreements. https://www.transportforetagen.se/In-English/Association-ports-of-Sweden/2019-0109.
438
L.-G. Malmberg
understanding and perception of the different problems being investigated. The other
methodology is exemplified by researchers of the group conducting independent
inquiries by themselves. There is no more coordination than simply the putting
together of different work packages presented individually. In the worst case scenario, the coordinators lack oversight of the research carried out by the individual
groups leading to overlaps among different work packages remaining undetected.
A recent project funded by the Swedish Innovation Agency VINNOVA in 2016
and reported to the fundraiser in 2019, researched the possible impact of environmental differentiated dues and incentives in ports on development of transport to and
from the ports. In this project,
1 the IVL Swedish Environmental Research Institute
took the lead and the research group, IVL, Gothenburg University
2 and VTI
3
designed and conducted the studies. In this case the research groups worked individually and with no coordination in the way that the findings from one group was
not shared in its concluding stage until the final report was submitted.
4 The purpose
of the research was described as a task “to examine from an interdisciplinary
approach how environmental differentiated dues and incentives in ports can reduce
the environmental impact caused by all transport modes that call at the port”.
This chapter is based on the findings from the aforementioned project. Taking
Sweden as a role model for the continuing discussion is relevant from many
perspectives and for various reasons. First, the Swedish coastline is one of the
longest in Europe. It spans from the north of the Gulf of Bothnia through the Baltic
Sea, the Sound between Sweden and Denmark through the Kattegat and into
Skagerrak ending at the Swedish-Norwegian boundary at Grisbådarna; a total of
2400 km. A second reason is that when it comes to land boundaries, Sweden is
adjacent only to Norway and Finland. A third reason is that Swedish import and,
more importantly, its export, relies heavily on seaborne trade. The Swedish industry
has traditionally leaned towards heavy mechanical industry, paper and pulp industry
associated with timber and, of course, the iron ore and steel industries. According to
the information gleaned from Ports of Sweden
5 the actual figures regarding dry bulk
over quay in 2017 was 40,432,000 tons and wet bulk 38,165,000 tons.
1 This project was titled Environmental differentiated port dues, decided by VINNOVA on the 1st of
November 2016, the final report is by the time of writing this contribution still in progress for
publishing.
2 The research group from Gothenburg University comprised of researchers from the three departments from the School of Business, Economics and Law.
3 VTI is Swedish National Road and Transport Research Institute.
4 It is thereby difficult to find a red line through report it is sooner a report with a number of
contributions that at a time contradict each other. This contribution to Maritime Law in Motion will
bring some of the findings and draw some conclusions from a legal perspective.
5 Ports of Sweden is an industry and employers’ organization comprising 60 port companies and
over 4000 employees. Practically all Sweden’s port companies are members. As an industry
organization, Ports of Sweden represent also around 15 port administrations through co-operation
agreements. https://www.transportforetagen.se/In-English/Association-ports-of-Sweden/2019-0109.
438
L.-G. Malmberg