In a report of the VINNOVA project, a study entitled “Port Initiated Incentives
and Fees for more Sustainable Transport from a Hinterland Perspective”,
27 a number
of different modes to facilitate sustainable development of road transport to and from
ports from an environmentally sound perspective is described. In the report by
Gonzalez-Aregall and Bergqvist, references are made to an OECD report of
2011.
28 One key point mentioned in the introduction to this OECD report is a
statement regarding competition and constraints facing ports from two different
perspectives. They are constraints emanating from other modes of transport (intermodal competition) and from other ports (inter-port competition). It was held that
when assessing how great the strength of these constraints are, the degree of
substitutability between them must be consider. In other words, can road transport
be substituted for maritime transport, or could one port be substituted for another
port?
In European waters there are many ports that operate as hubs for incoming and
outgoing cargo on shipping routes to and from Europe. The goods that are in transit
in the ports must be moved either to or from a hinterland terminal. Alderton
discusses the development of large ports to hubs when intermodal transportation
started and when larger and faster container vessels started to ply the ocean routes.
To and from these hubs, containers were moved with the help of feeder vessels or
inland transportation modes.
29 The European Commission generated a report in June
2017 named, “Study on differentiated port infrastructure charges to promote environmentally friendly maritime transport activities and sustainable transportation”. In
this report, it is stated that the Commission had conducted a study in which the
objective had been to assess various options of differentiated port infrastructure
charges that had been applied in different ports. The charges in the study are only
those that reflect criteria relating to the environment or sustainability. In the study,
three different objectives were looked into, namely, (a) Updating information and
data of EU and worldwide existing practices’ inventories, (b) Examining the benefits
and costs, including the economic aspect and environmental potential, of certain
schemes, and identifying good practices, (c) Developing recommendations and
guidelines for the voluntary application of environmental charging principles in
European ports.
In some studies carried out within the EU prior to the report of 2017, there is a
White Paper from 2011
30 and a Communication from the Commission Ports: an
27 Gonzalez-Aregall and Bergqvist (2017).
28 See http://www.oecd.org/regreform/sectors/48837794.pdf. Downloaded 2019-02-09.
29 See Alderton (2008), p. 7.
30 See WHITE PAPER Roadmap to a Single European Transport Area—Towards a competitive and
resource efficient transport system https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?
uri¼CELEX:52011DC0144&from¼EN. Downloaded 2019-02-10.
Environmental Challenge in Port Development: The Legal Perspective in. . .
445
and Fees for more Sustainable Transport from a Hinterland Perspective”,
27 a number
of different modes to facilitate sustainable development of road transport to and from
ports from an environmentally sound perspective is described. In the report by
Gonzalez-Aregall and Bergqvist, references are made to an OECD report of
2011.
28 One key point mentioned in the introduction to this OECD report is a
statement regarding competition and constraints facing ports from two different
perspectives. They are constraints emanating from other modes of transport (intermodal competition) and from other ports (inter-port competition). It was held that
when assessing how great the strength of these constraints are, the degree of
substitutability between them must be consider. In other words, can road transport
be substituted for maritime transport, or could one port be substituted for another
port?
In European waters there are many ports that operate as hubs for incoming and
outgoing cargo on shipping routes to and from Europe. The goods that are in transit
in the ports must be moved either to or from a hinterland terminal. Alderton
discusses the development of large ports to hubs when intermodal transportation
started and when larger and faster container vessels started to ply the ocean routes.
To and from these hubs, containers were moved with the help of feeder vessels or
inland transportation modes.
29 The European Commission generated a report in June
2017 named, “Study on differentiated port infrastructure charges to promote environmentally friendly maritime transport activities and sustainable transportation”. In
this report, it is stated that the Commission had conducted a study in which the
objective had been to assess various options of differentiated port infrastructure
charges that had been applied in different ports. The charges in the study are only
those that reflect criteria relating to the environment or sustainability. In the study,
three different objectives were looked into, namely, (a) Updating information and
data of EU and worldwide existing practices’ inventories, (b) Examining the benefits
and costs, including the economic aspect and environmental potential, of certain
schemes, and identifying good practices, (c) Developing recommendations and
guidelines for the voluntary application of environmental charging principles in
European ports.
In some studies carried out within the EU prior to the report of 2017, there is a
White Paper from 2011
30 and a Communication from the Commission Ports: an
27 Gonzalez-Aregall and Bergqvist (2017).
28 See http://www.oecd.org/regreform/sectors/48837794.pdf. Downloaded 2019-02-09.
29 See Alderton (2008), p. 7.
30 See WHITE PAPER Roadmap to a Single European Transport Area—Towards a competitive and
resource efficient transport system https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?
uri¼CELEX:52011DC0144&from¼EN. Downloaded 2019-02-10.
Environmental Challenge in Port Development: The Legal Perspective in. . .
445