as the port area is operated by an individual operator it becomes difficult to impose
on him an obligation to collect a “fee”. He might not be interested as both the
congestion problem and the environmental problem is a problem for the municipality. As has been discussed above, there are already congestion taxes and environmental bans on older trucks exceeding 3.5 tons in both Gothenburg and Stockholm.
In the VINNOVA project the focus has been on the container ports but in all of
the four ports, the majority of vehicles operate through the RoRo and RoPax ferries.
In all of the ports, these ferries have grown in both size and numbers. They are the
ones that generate most of the garbage and other wastes. They are in need of
electricity during their time in port and electricity is normally generated through
the use of auxiliary diesel engines or through port land-based electricity. A survey
conducted shows that there has been a reluctance from the side of the vessel operator
to connect to land electricity due to the short port calls. Emissions from vessels’
auxiliaries could be a matter for a port fee.
6 Outlook in Europe
Experience with the VINNOVA project shows that the use of fees might not be the
best way to combat environmental problems in ports. From an EU perspective there
are a number of ports that face the same problems as Swedish ports. The findings of
different projects indicate that that a fee based system has not been developed yet.
Most ports try to find other ways to deal with the problem. From the survey
mentioned made by Gonzalez-Aregall and Bergqvist, there are several projects
emanating from ports within the EU.
Taking Amsterdam, Antwerp and Hamburg as examples,
54 there are similarities
in that all three ports have access to different modes of transportation to divide the
traffic flow from the roads. A common denominator is to reduce the emissions from
road traffic. The way that these ports have moved is to attempt to acquire a modal
shift from road to an alternative means of transport. Such a project is the Amsterdam
Barge Shuttle which has been active since 2008 and aims at moving cargo from ships
and terminals to other terminals using inland waterways. The Actors (Leader/
Participants) are Port Authorities, Terminal Operators and Service Operators. The
basic aim is to reduce land congestion, and pollutants including CO2, Nox and
PM.
55
Another Amsterdam project is the Intermodal Planner. It is a tool to deal with land
congestion planning and the modes of transports are barge, rail and short sea
transportation. The project functions as a digital platform between transport operators and container terminals. In Antwerp, the main projects look at rail transport for
shifting traffic from roads. Two of the four projects build on incentives and are
54 The complete survey is in the Annex 1. Summary table of all case studies, pp. 35–46.
55 Short for atmospheric particulate matter from the emission from diesel engines.
452
L.-G. Malmberg
on him an obligation to collect a “fee”. He might not be interested as both the
congestion problem and the environmental problem is a problem for the municipality. As has been discussed above, there are already congestion taxes and environmental bans on older trucks exceeding 3.5 tons in both Gothenburg and Stockholm.
In the VINNOVA project the focus has been on the container ports but in all of
the four ports, the majority of vehicles operate through the RoRo and RoPax ferries.
In all of the ports, these ferries have grown in both size and numbers. They are the
ones that generate most of the garbage and other wastes. They are in need of
electricity during their time in port and electricity is normally generated through
the use of auxiliary diesel engines or through port land-based electricity. A survey
conducted shows that there has been a reluctance from the side of the vessel operator
to connect to land electricity due to the short port calls. Emissions from vessels’
auxiliaries could be a matter for a port fee.
6 Outlook in Europe
Experience with the VINNOVA project shows that the use of fees might not be the
best way to combat environmental problems in ports. From an EU perspective there
are a number of ports that face the same problems as Swedish ports. The findings of
different projects indicate that that a fee based system has not been developed yet.
Most ports try to find other ways to deal with the problem. From the survey
mentioned made by Gonzalez-Aregall and Bergqvist, there are several projects
emanating from ports within the EU.
Taking Amsterdam, Antwerp and Hamburg as examples,
54 there are similarities
in that all three ports have access to different modes of transportation to divide the
traffic flow from the roads. A common denominator is to reduce the emissions from
road traffic. The way that these ports have moved is to attempt to acquire a modal
shift from road to an alternative means of transport. Such a project is the Amsterdam
Barge Shuttle which has been active since 2008 and aims at moving cargo from ships
and terminals to other terminals using inland waterways. The Actors (Leader/
Participants) are Port Authorities, Terminal Operators and Service Operators. The
basic aim is to reduce land congestion, and pollutants including CO2, Nox and
PM.
55
Another Amsterdam project is the Intermodal Planner. It is a tool to deal with land
congestion planning and the modes of transports are barge, rail and short sea
transportation. The project functions as a digital platform between transport operators and container terminals. In Antwerp, the main projects look at rail transport for
shifting traffic from roads. Two of the four projects build on incentives and are
54 The complete survey is in the Annex 1. Summary table of all case studies, pp. 35–46.
55 Short for atmospheric particulate matter from the emission from diesel engines.
452
L.-G. Malmberg