Department of Technology Management and Economics Division of Service Management and Logistics CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden 2019 Report No. E 2019:104

Goods flow mapping - The potential of inland waterway

transportation in the region around lake Vänern and Göta Älv river

Master’s Thesis in the Master’s Programme Supply Chain Management DENNIS EKBERG MARTIN WEDBERG

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MASTER’S THESIS E 2019:104

Goodsflowmapping–thepotentialofinlandwaterwaytransportationintheregionaroundlakeVänernandGötaÄlvriver

DENNIS EKBERG MARTIN WEDBERG

Tutor, Chalmers: Violeta Roso Tutor, company: Sara Rogerson & Vendela Santén

Department of Technology Management and Economics Division of Service Management and Logistics

CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden 2019

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Goods flow mapping

- The potential of inland waterway transportation in the region around lake Vänern and Göta Älv river

DENNIS EKBERG

MARTIN WEDBERG © DENNIS EKBERG, 2019 © MARTIN WEDBERG, 2019. Master’s Thesis E 2019: 104

Department of Technology Management and Economics Division of Service Management and Logistics Chalmers University of Technology SE-412 96 Gothenburg, Sweden Telephone: + 46 (0)31-772 1000 Chalmers digitaltryck Gothenburg, Sweden 2019

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Acknowledgements

Wewouldliketoexpressourgratitudetowardsalltheinvolvedpersonswhohascontributedtothisstudy.Firstly,wewanttothankoursupervisorsatSSPA,SaraRogersonandVendelaSantén,whogaveustheopportunitytowritethisthesis.Theyhavedonetheirbestassistingtheprojectandhelpingoutwheneverneeded.Secondly,wewanttothankalltheinterviewrespondentswhogaveusimportantinsightandinformationduringthestudy.Lastly, a big thank you to our families and friends who has shown interest and supportthroughoutthissemester.DennisEkberg&MartinWedberg Gothenburg,June2019

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Abstract

Asoftoday,asmallshareofthetotalvolumeofgoodstransportedinSwedeniscarriedbymaritimetransportationandInlandWaterwayTransportation(IWT)standsforonly0.7%ofthisvolume.Duetotheglobalisation,supplychainsarenowoperatingworldwidetoincreasetheircompetitivenesswhichputsrequirementsontheexistinginfrastructure.This,tocopewith the expected increasing amount of transportation in the future. The transportationnetworkinSwedeniscurrentlyunbalanced,withthemajorityofthevolumetransportedonthe road network. Superiority in the transport quality factors reliability, accessibility,connectivity,flexibilityandcostisbelievedtobewhatcausesthisimbalance.However,theexternal effects of road transportationneed to bemitigatedwhere IWT is identified as apossiblemeantodecreasetheroadtransportation.LakeVänernandGötaÄlvRiver is thelongestinlandwaterwayinSwedenwithunutilizedcapacity,thusholdingpotentialtobeusedasameantoachieveabetterbalanceinthetransportsystem There is emerging pressure from authorities in the transport industry to reduce theenvironmental impact of road transportation. The European Commission strives forsustainabletransportationandpromotesmodalshifts toalternativetransportmodeswithless impactonenvironmentandsociety.TheSwedishgovernmentalso setenvironmentalpolicies where the transport system is under pressure. In order to obtain a prosperoustransport network, inland waterways offer the potential of extending the currenttransportationnetworkandbecomemoreefficient. This study concludes that there is undeniable potential for an increased usage of IWT inSweden,but that thereneeds tobestructural changesmade relating to theSwedish IWTframework.ThepotentialforanincreasedusageofIWTinlakeVänernandGötaÄlvriverishardtoquantify,duetothedifferentcontextsanddifferentfactorsaffectingtheirsuitabilityforIWT.Reliability,flexibility,connectivityandcostaredecisivefactorsinfluencingthemodalchoiceforgoodstransportsandespeciallythesuitabilityforIWT.

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TableofContents

ACKNOWLEDGEMENTS 0

ABSTRACT 5

1.INTRODUCTION 8

1.1BACKGROUND 81.2CASEDESCRIPTION-INLANDWATERWAYTRANSPORTATIONSOLUTION(IWTS)2.0PROJECT 91.3PURPOSEOFTHESTUDY 91.4RESEARCHQUESTIONS 101.5SCOPE/DELIMITATIONS 101.6OUTLINEOFTHETHESIS 10

2.METHODOLOGY 12

2.1RESEARCHSTRATEGY 122.2RESEARCHDESIGN 122.3RESEARCHPROCESS 122.4LITERATURESTUDY 132.5DATACOLLECTION 142.6ANALYSISOFTHERESEARCHQUESTIONS 172.7ANALYSISOFTHESECONDARYDATA 18

3.FRAMEOFREFERENCE 22

3.1FREIGHTTRANSPORTANDLOGISTICS 223.2TRANSPORTMODES 233.3COMPARATIVEADVANTAGESOFTRANSPORTMODES 263.4TRANSPORTQUALITYFACTORS 273.5COMPARATIVEQUALITYFACTORSOFTHETRANSPORTMODES 303.6COMMONLYTRANSPORTEDGOODSTYPESONIWT 323.7EXTERNALCOSTSOFIWT 343.8BARRIERSANDKEYISSUESFORIWTINSWEDEN 343.9MODELSFOREVALUATINGGOODSFLOWPOTENTIAL 363.10INTERMODALTRANSPORTATION 373.11HINTERLANDTRANSPORTATION 38

4.GOODSFLOWMAPPING 39

4.1INTRODUCTION-TOTALGOODSFLOWS 394.2DOMESTICGOODSFLOWS-INBOUND 414.3DOMESTICGOODSFLOWS-OUTBOUND 444.4IMPORTFLOWS 484.5EXPORTFLOW 514.6VÄSTRAGÖTALANDGOODSFLOWS 53

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4.7VÄRMLANDGOODSFLOWS 624.8ÖREBROGOODSFLOWS 704.9COUNTYSUMMARIES 784.10GOODSFLOWMAPPINGFORIWTSUITABLEGOODS 804.11THETOTALTRANSPORTNETWORK 87

5.CASESTUDY-CONTAINER 90

5.1BACKGROUND 905.2IDENTIFYINGSUITABLEGOODSFLOW 905.3IDENTIFYINGCATCHMENTAREA 935.4CONTAINERGOODSFLOWMAPPING 945.6FLOWMAPS-NORTHGOING 955.7DOMESTICFLOWSFROMKRISTINEHAMNAREA 975.8FLOWMAPS–SOUTHGOING 985.9IMPORT/EXPORTGOODSFLOWS 995.10EXPORTEDGOODSFLOWFROMKRISTINEHAMN 1025.11CASESUMMARYOFTHEPOTENTIALGOODSFLOWS 1045.12CASESUMMARY-GOODSFLOW 107

6.EMPIRICALFINDINGSFROMINTERVIEWS 109

6.1CURRENTTRANSPORTATIONFROMANIWT-PERSPECTIVE 1096.2GOODSOWNERSTRANSPORTQUALITYPRIORITIES 1116.4EXAMPLESOFPOTENTIALFORINCREASEDIWT 113

7.DISCUSSION 117

7.1QUANTITATIVEDISCUSSION 1177.2THEMODALCHOICE 1187.2CONTAINERIZATIONFORIWT 1227.3THEDECISIONMAKERS 123

8.CONCLUSIONS 126

9.LISTOFREFERENCES 127

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1.Introduction

This introductory chapterpresents thebackground, casedescription,purpose, researchquestions,scopeanddelimitationsofthestudy.Lastly,apresentationoftheoutlineofthethesisfollowswhichintendstoguidethereaderthroughthedifferentchapters.

1.1Background

Inorder toachievesustainableandcompetitivegoods flowswithin thenational transportsystem,focusistransferredtotheyetunutilizedinlandwaterwaytransportsystem(IWTS)(Caris,Limbourg,Macharis,Lier&Cools2014).Asoftoday,asmallshareofthetotaldomesticvolume of goods are using transports on sea, and InlandWaterway Transportation (IWT)standsforonly0.7%ofthis(Trafikanalys2016).Duetotheglobalisation,supplychainsarenowoperatingworldwidetoincreasetheircompetitivenesswhichputsrequirementsontheexisting infrastructure to cope with the expected increasing amount of transports in thefuture(Mommens&Macharis2014).InNorth-westernEurope,transportationoninlandwaterwaysareusedtoahigherextent.Germany,theNetherlandsandBelgiumarethebiggestusersofthistransport,whereErceg(2018) states that the geographical position and the development of inland waterwayinfrastructurearecommonfactorsforthesecountries.Meers&Macharis(2015)describesthat intermodal transports are important in order to offload the burden from roadtransportationinservingmajorports.Intermodaltransportsolutionswillextendandmaintainthecurrenthinterlandandatthesametimeprovideconnectionstolakes,riversandotherportsinordertomitigatetheexternaleffectsofroadtransports.In order to obtain a prosperous transport network, inlandwaterways offer a potential toextendthecurrenttransportnetworkaswellaslowertheuseofroadnetworkinthefuture(Mommens&Macharis 2014). This corresponds to the objective stated by the EuropeanCommission,withthegoaltoreachzeronetemissionsin2050(EuropeanCommission2018).Carisetal.(2014)mentionedasolutionofreducingtheimpactbytransferringroadtransportintomoreuseoffossilfreetransports,thusenhancingtheecological,societalandeconomicalaspects(Abbasi&Nilsson2016).TheSwedishGovernmentsharethevisiontoreachzeronetemissionsby2050,where(Pierrehumbert,2016) identifies thetransportationsectorusingliquidfuelsasthebiggestchallengetoreachthegoals.AccordingtothecapacityreportdonebyTrafikanalys(Garberg,2016),imbalancesexistinthenationaltransportnetworkinSweden.Roadtransportisthedominantmodeoftransportduetothemobilityandextensiveinfrastructure,butisalsocharacterisedwithseveralexternalfactorssuchascongestion,airpollution,accidentsandnoise(Liedtke,CarrilloMurillo2012).Inrelationtorailandseatransportsthatoffersthepossibilitytoabsorbbiggervolumesleads

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toalowerenvironmentalimpactpertank.Hence,thisprovestheimportanceofthisreportofinvestigatingthepotentialofIWT.

1.2Casedescription-InlandWaterwayTransportationSolution(IWTS)2.0project

The IWTS 2.0 project addresses inland waterway challenges and aims at facilitating andcreatingawarenessofhowtoutilizethewaterwaysinabetterway(Northsearegion,2019).ItisfundedbyInterregNorthSeaRegion,EuropeanDevelopmentFund,butalsoco-fundedbythecountyofVästraGötalandandtheSwedishinnovationauthorityVinnova.Theprojectis driven by 11 partners from 5 different countries and with the notion of underutilizedwaterwaysinEuropetheprojectwillshowcaseprovenconceptsthatthencanbeadoptedbythemarket.Thiswillbedonebypiloting8smallwaterwaymodalshifts,includinginnovativebarge-,waterway-,transhipment-,loading/unloading-,freightflowmapping-andmodalshiftdecision making solutions. The idea is to join forces in order to mobilise potentials andcapacitytomovefreighttothestillunderutilizedwaterways.ASwedishreferencegroupisputtogetherinordertoinvolvesuitablestakeholderstounderstandtheactors’perspectivesanddeveloppracticalsolutionsthatisapplicabletotheSwedishInlandwaterways(IWWs).The reference group consists of ship-owners, ports, logistics operators, goods owners,authoritiesandmunicipalities.TheSwedishcontributiontotheprojectiscoordinatedbySSPAwherethestakeholdersaimsatcreatingaholisticpictureofcoastal-andinlandshippinginSwedenandhowtodevelop innovative logisticsystemswithinthisarea(SSPA,2019).Theprojectconsistsofsixworkpackageswhichareputinplaceinordertofacilitatearealisationof themodal shift towaterways,where this study ispartof thegoods flowmapping (seefigure1).

Figure1.1.ThesixdifferentworkpackagestowardsIWT

1.3Purposeofthestudy

ThemainobjectivewiththisstudyistoidentifypotentialforanincreasedusageofIWTinlakeVänernandGötaÄlvriver,basedonexistinggoodsflows.

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1.4Researchquestions

In order to be able to fulfil the purpose of the study, research questions have beenformulated. The second research question is further broken down into 4 more specificquestionstoaddressdifferentperspectives.Thesewillguidetheprojectwherethedifferentchaptersareintendedtoprovideinformationthatcanbeusedinordertoanswertheresearchquestions.

1. Whatare the inbound- andoutbound flows in the countiesofVärmland,VästraGötalandandÖrebro?

2. WhatpotentialcanbeidentifiedforanincreasedusageofIWTinlakeVänernandGötaÄlvriver?a. Whichgoodstypesaresuitable?b. Whatpotentialgoodsflowsexistinthegeographicalareathatcouldbetransferable?c. Whatpotentialisthereforcontainerisation?d. HowdoactorsinthesupplychainconsidertheuseofIWT?

1.5Scope/delimitations

DelimitationsinthisstudyisthegeographicalareaaroundtheriverGötaÄlvandaroundlakeVänern,morespecifically thecountiesofVästraGötaland,VärmlandandÖrebro.As thestudyaimsatexamining thepotentialforanincreaseduseofIWT,byconductinggoodsflowmapping,astrongfocusonthesecondarydata (national statistics) characterises this report, see section 2.5.2. The secondary data works aspreliminaryinputforansweringbothoftheresearchquestionsbutempirical informationhasalsobeencollectedfrominvolvedactorsinordertocreateamoreholisticpicture.Thedatarepresentsinformationofgoods flowsofshipmentscarriedoutduring2016andeconomicandenvironmentalcalculationshasbeenexcludedinthereportasitisconsideredtolayoutsidethescopeoftheresearchquestions.

1.6Outlineofthethesis

Theoutlineofthethesisisconstructedasbelowandpresentedinordertoassistthereadertonavigateinthereport.Chapter2-Explanationofthemethodologyusedinthestudy.Acombinedapproachwithaquantitativeandqualitativeresearchstrategywasimplementedforthisstudy.Chapter 3 - Presentation of the frame of reference. The total transport network and thecomponents are presented. These parts include different characteristics of the transportmodesandtransportqualityfactors,whicharelatercompiledinrespecttoIWT.Chapter4-Findingsfromthegoodsflowmapping,basedonthesecondarydataprovidedbyTrafikanalys. This chapter intend to answer the first research question of mapping theinbound-andoutboundgoodsflowsintheselectedcounties.ThelastsectionwillpresentaconstructedcaseforIWTsuitablegoodstransportedbetweentheselectedcounties,followedbyitsfindingsanddiscussion.Thissectionintendstoanswerresearchquestion2a.Chapter5-PresentationofthefindingsfromthecasestudyconstructedforcontainershuttlebetweentheportsofGothenburgandKristinehamn.Thelastpartofthischapterwillpresentasummaryofthepotentialgoodsflows,inordertoanswerresearchquestion2b&c.

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Chapter6-Theempiricalfindingsprovidedfromtheinterviewsarefurtherpresentedhere.TopicsregardingthetransportqualityandtheirperspectiveofIWTarediscussed.Thischapteralsoprovidesknowledgerequiredforresearchquestion2d.Chapter7&8-Discussionandconclusionsarepresentedinthesetwolastchapters.

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2.Methodology

Thischapterdescribeshowthestudywasconducted.First,theresearchstrategyandresearchdesign are explained, followed by an illustration of the research process. Then, how theliteraturestudy,datacollectionandanalysishavebeencarriedoutispresented.

2.1Researchstrategy

Amixofaqualitative-andquantitativeresearchapproachhasbeenusedforthisstudy.Thequalitativeapproachhasbeenusedfortheempiricalfindingswherethesourceofinformationaremainly interviews.Thequantitativepart consistsof the secondarydata thathasbeenprocessedandanalysedinordertobeabletoanswertheresearchquestions.

2.2Researchdesign

Theresearchdesignofthisstudycanbeclassifiedasacasestudy.Acasestudyfeaturesaspecific case and its complexity and shouldbe thoroughly examinedandanalysed fromatheoretical standpoint (Bryman and Bell, 2015). When conducting a qualitative researchstrategy,acasestudyisanapproachwhichfacilitatesunderstandingofcomplexrelationshipsbetween factors in the given context and provides depth rather thanwidth (Denscombe,2014).Also,itenablescomparisonoffactorbehaviourindifferentsocialsettings.Inthisstudy,theIWTSonthespecificcaseoflakeVänernanditssurroundingsisevaluatedbycollectingdataofthespecificfeaturesofthecase.Inordertoanalysethegathereddata,literaturehasbeenusedinordertocreateatheoreticalframeworkfromwheretheanalysisthenstems.Thecasehasbeenthoroughlyexaminedandwhereprimarilythesecondarydatahasbeenused.Qualitativedatahasalsobeencollectedfromdifferentkeystakeholders, inordertoensure tocollect important information.DuboisandGadde (2002) state that theuseofaparticular case in this way is the best approach to understand the phenomenon and itsinteractions with the context. They however emphasize that reliance on a theoreticalstandpointisnecessaryinordertoavoidbiasedopinionsandviewsfromthecontextofthecase.

2.3Researchprocess

Infigure2.1,anillustrationoftheresearchprocessofthisstudyispresented.Thescopewaspre-definedbythesupervisorsatSSPAwhichwaspresentedduringthefirststart-upmeeting.Thefollowingstepintheprocesswasthentoconductaninitialbackgroundstudyofthecaseandtostarttheliteraturereview.Theframeofreferencewascreatedinitiallybutasthestudyprogressed,additional informationwas includedtosupport thenewaspects identified.Asknowledge was gathered, important stakeholders could be identified which was thentargeted as potential interviewees where important data could be captured. Importantstakeholders were contacted and interviews scheduled. The interviews were conducted

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throughouttheproject,meaningthattheinterviewdatahasbeenworkedwithinparalleltotheotherstepsintheprocess.As the goods flow mapping needed input data, secondary data was requested fromTrafikanalyswhich can grant requests of suchdata for researchor statistics creation (seesection2.5.2).ThedatawasthenprocessedinordertobecompatiblewiththeGIS-toolusedforvisualisationsinthegoodsflowmapping.NotabletomentionisthattheusedsoftwaresareExcel,PowerPivotplug-inforExcelandMicrosoftPowerBI.Thefollowingstepwastoanalysethedataandpresentthefindingsofthestudy.Theframeofreferencetogetherwiththeempiricalfindingswerethenusedinordertoanalysethefindingsandconclusionscouldbedrawn.

Figure2.1.Avisualisationoftheresearchprocess

2.4Literaturestudy

Inorderto learnwhat isalreadyknownaboutthetopic ingeneralandspecifically forthegiven case study, a literature review was conducted and the theoretical framework wasconstructed.TheliteratureusedforthisstudywasfoundthroughChalmersSummon,GoogleScholar, Scopus database and also provided by SSPA and recommended by some of theinterviewees.Byreviewingtheavailableliteratureandbibliographies,majorreferencescouldbeidentifiedandlateronusedasmainsourcesofinformationintheinitialphaseofthestudy,asBrymanandBell(2015)recommend.Thebibliographiesofthearticleswerealsousedasadditionalsourcesofinformationtothetheoretical framework. Reports from authorities and organisations such as

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Transportstyrelsen, Sjöfartsverket and Trafikverket have also been used as a source ofinformation,dataandstatisticsfortheSwedishtransportationsystem.Keywords were configured in the beginning of the study, as Bryman and Bell (2015)recommend.This,inordertobeabletofindrelevantarticlesinthedatabases.Examplesofthesekeywordswere: inlandwaterwaytransportation, IWW, IWT,containerisation,modalchoice, transportation systems. The literature has been critically examined by comparingdifferentanalysesandconclusions,wherethecontextofthedifferentstudiesandtheageofthearticlesalsohasbeentakenintoconsiderationintheselectioncriteria.

2.5Datacollection

Thissectiondescribesthedatacollectionandthedifferentmethodsused.Also,whythesemethodshavebeenusedisexplained.

2.5.1Interviews

Theinterviewswereconductedwithdifferentkeystakeholdersinthecontextofthestudy.Asthereareseveral individuals involvedintheIWTS2.0projectwithextensiveknowledgeabout the topic ingeneralandalsospecificknowledgeand informationabout thespecificcontextofthisstudy,interviewswereconsideredappropriateandalsoimportanttoconduct.This inorder tocorrectlyunderstand thesituation.BrymanandBell (2015)highlights twotypesofinterviewing;quantitativeandqualitative.Aqualitativeinterviewapproachwasusedinthisstudysincethisgivestheintervieweetheopportunitytopresenttheirownthoughtsandreflections,ratherthansimplyansweringtheresearcher'squestions.Astheintervieweeswasconsideredtopossessbothimportantinformationaswellasexperienceinthefield,theirthoughts and reflections were of much interest in order to allow for an as broadunderstandingaspossible.BrymanandBell (2015)states thatqualitative interviewing isagoodmethodwhenrichanddetailedanswersaredesired.Furthermore,itallowsformoreopendiscussionsaswellasalteringoftheorderofthequestionsastheinterviewprogresses.Theinterviewsheldwasofsemi-structuredcharacter.AccordingtoBrymanandBell(2015),asemi-structuredinterviewmeansthataninterviewguideispreparedbeforetheinterviewwhere the topicsarequite specific.However, thisguidemustnotbe followedcompletelyduringtheinterviews.During interviews,broadtopicswerediscussedbutastheinterviewprogressed,the interviewee’sanswerdecidedwhatquestiontoaddressnext.Examplesofthesetopicsaretransportqualityfactorsfortransportation,IWTsuitability,IWTframework,current situation of IWT in Sweden. Sometimes new questions arose and sometimesquestionspreparedbefore,werenotasked.AccordingtoDuboisandGadde(2002),thisisanappropriateapproachwhentheresearcherwantstodiscovernewdataanddimensionsinthegivencontext.BrymanandBell(2015)alsostressesthatnotaskingallthequestionsinthe

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interviewguide isacharacteristicofasemi-structured interviewandthatmostqualitativeinterviewsareamixofsemi-structuredandunstructuredinterviews.ThedifferentinterviewsheldarepresentedinTable2.1where,dates,topicsdiscussed,theintervieweesorganisationalpositionandthelengthoftheinterviewsarepresented.Asitwaspromisedtokeeptheirnamesanonymous,theyarepresentedasgoodsowner,port,shippingcompany,etc.Actor Industry Typeof

interviewDate Topic Duration

Projectinitiator Shipping Inperson 19Feb Discussionoftopicingeneralandrecommendationsforgoodsflowmapping

45min

PortofVänern Shipping Mailexchange

22Feb Dataandinformationaboutportoperations N/A

MunicipalityofKristinehamn

Publicsector Telephone 22Feb HowauthoritiesworkwithIWT 45min

VärmlandRegion Publicsector Telephone 26Feb PotentialforIWTandpreviousprojects 45min

Goodsowner Woodandpaper

Telephone 12Mar Howtherawmaterialsaresuppliedtothewoodandpaperindustryandtransportqualityprioritization.

30min

Consultingcompany

Trafficconsultancy

Telephone 14Mar Socio-economicperspectiveontransportationcalculationsandpreviousprojects

30min

Goodsowner Metal Telephone 15Mar Transportqualityprioritization,currenttransportationsetupandsuitabilityforIWT

40min

Shippingcompany

Shipping Telephone 02Apr CurrentstatusofIWTinSweden,IWTframeworkandgovernance,shippingcompanyperspective

85min

Trafikanalys Statistics Telephone 02Apr Datadesignandrecommendationsofhowtoprocessdata 25min

Goodsowner Constructionequipment

Telephone 05Apr Transportqualityprioritizationandcurrenttransportationsetup

25min

Goodsowner Woodandpaper

Telephone 25Apr Transportqualityprioritization,currenttransportationsetupandsuitabilityforIWT

30min

Shippingcompany

Shipping Telephone 03May CurrentstatusofIWTinSweden,problemsandenablers,projectstowardIWT

50min

Goodsowner Woodandpaper

Telephone 09May Transportqualityprioritization,currenttransportationsetupandsuitabilityforIWT

30min

Table2.1.Presentationofinterviewsduringthestudy

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Inadditiontotheinterviews,secondarydatahasalsobeencollectedinordertogetaholisticview of the problem and to be able to, if possible, validate numbers and data providedthrough the interviews.As theofficial secondarydata availablewas considered tobe tooaccumulatedandthusnotveryusefulforthecasestudy,“microdata”fromTrafikanalyswasrequested.Requestsof suchmicrodatacanbegranted to researchprojectsandstatisticscreation if it is clear that the requested information cannot harm the source of theinformation(Trafikanalys,2018).

2.5.2Secondarydataofgoodsflows

ThesecondarydatacontainsinformationaboutgoodsflowsthatwasgatheredbyTrafikanalysin2016,whentheyworkedwithagoodsflowinvestigation.Trafikanalysistheresponsibleauthorityforstatisticsinthefieldsof,amongothers,publictransport,shipping,roadtrafficand rail traffic. According to the publicity and secrecy act, micro data relating to thesestatistics can be submitted for research purposes or other official statistics creation. Thefollowingtable2.2presentsthedifferentvariablesinthedatatogetherwithadescriptionandifacertainvariableisusedornot.Variable Description Includedin

reportComment

Date Year,quarteranddateoftheshipment No -

Commoditycode ThecommoditytransportedaccordingtoNST2007

Yes Presentedascommoditynames

Goodstype GroupingofthecommoditytypeaccordingtoNST2007

Yes -

Invoicevalue ThevalueofthegoodstransportedinSEK(excl.VATandtransportcost)

No -

Weight Thenet-weightofthegoodstransported

Yes -

Carriertype Howthegoodsarecarriedduringtransport

Yes -

Transportmode Whattransportmodeutilized-road-,railway-orseatransportation

Yes -

Industry/Businesstype Theindustryofthesenderandreceiver Yes -

Postalcode Thepostalcodeofthesenderandreceiver

Yes Notpresentedexplicitlybutisusedforsomevisualisations.Neededforcompatibility.

Countrycode Thecountrycodeofthesenderandreceiver

Yes Presentedascountrynames

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Receivingcounty Inwhichcountythedestinationislocated

Yes -

Receivingmunicipality Inwhichmunicipalitythedestinationislocated

Yes -

Enumerationvariable Usedtocomputeweights Yes Notpresentedexplicitlybutusedtoprocessthedata

Sizeofcompany Numberofpeopleemployed No -

Direction Import,exportordomesticshipment Yes -

Table2.2.Presentationofinterviewsduringthestudy

2.6Analysisoftheresearchquestions

Thissectiondescribestherespectiveapproachtakeninordertoanswertheresearchquestions.Apresentationofhowtheresearchquestionshavebeenansweredcanbefoundinfollowingfigures.Thestepsarepresentedinsucceedingorderwheretheprecedingstepworkasinputtothenextstep.Ifastepisrunninginparallelwith,itisstatedinthefigures2.3and2.4.

Figure2.3.PresentationofhowRQ1isanswered.

Figure2.4.PresentationofhowRQ2isanswered.

SecondarydataPreparetherawdata,processingandmakingitcompatiblewithsoftwares

EmpiricalfindingsUnderstanding howtoconstructgoodsflowmapping- frominterviewsandpreviousreports

Data analysisProceedwiththecompatibledata,creatingvisualisationsanddiagrams

GoodsflowmappingPresenting thefindingsfromthedataanalysis

OutputRQ1: "Whataretheinbound- andoutboundflowsinthecountiesofVärmland,VästraGötalandandÖrebro?"

Research question1

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2.7Analysisofthesecondarydata

ThemicrodatawasreceivedinthefileformatCSV(commaseparatedvalues),whichenableslargeamountsofdatatobepackagedintosmallsizedfiles.Initially,threedifferentfileswerereceived,containing:

● InboundshipmentsfromdestinationswithinSwedentoVästraGötaland-,Värmland-andÖrebrocounty

● Outbound shipments from Västra Götaland-, Värmland- and Örebro county, bothdomesticandexport

● Import shipments toVästraGötaland-,Värmland- andÖrebro county from foreigncountries

● (Additionally,a“metadata”documentwithdescriptionsofthedifferentvariableswasreceived)

Thesefilesthenneededprocessingtobecompatiblewiththesoftwaresusedforthedataanalysis.Thisprovedtobeatime-consumingactivity,andalargepartofthetimespentontheprojectisallocatedtothis.This,duetotheimportanceofgettingthedatacompatibleanduserfriendlyasthelargestpartofthestudyrevolvesaroundthedata.Theprocessofhowthedatawashandledcanbeconcludedinto4steps,describedbelow.2.7.1Step1-CompressingthedataMicrosoft Excel was intended to be used in order to handle and analyse the datawhichimposedcertainlimitationsforthedataprocessing.Themaximumnumberofrowsislimitedto 1.048.576,which the receiveddata exceeded (approximately 1,700,000),meaning thatanotherapproachwasneeded.Afterinvestigatingthepossibilitiesofhowtohandlelargedataamounts,understandingofhowtocompressthedatainawayfortomakeitcompatiblewithExcelwasgathered.ByusingtheExcelplug-inPowerPivot,allthedatacouldbeimportedintoone file.This isdonebycreatingdataconnections fromtheserverwhere thedata isstoredandthesoftware,resultinginacompresseddatavolume.This,becausethedataisnothandleddirectlyinthesoftware,butinsteadthroughthedataconnection.2.7.2Step2-TransformingthedataWhenthedatawascompressedandcompatiblewithExcel,itneededtobetransformedinorderforustounderstandthevariablescorrectly.Firstly,withtheassistanceofthe“metadata”,theinputparametersweretransformedintoappropriatenamesandcertainvariableswereexcludedinthedatasheets.AsthedataalsoneededtobecompatiblewiththeGIS-tool(geographicalinformationsystem)used,MicrosoftPowerBI,newcolumnsofcustommadevariableswerecreated.InorderfortheGIS-tooltoreadthedata(originsanddestinations),theinputdataneededtoinclude:countryname,countynameandpostalcode.Byusinge.g.lookupcommands,thesevariablescouldbemergedintoonecell,makingthedatacompatibletocreatevisualisations.

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2.7.3Step3-CreatingdynamicdashboardsWhen the datawas transformed, dashboardswere createdwhere the different variablescouldbefiltered.This,inordertobeabletolookbeyondtheaggregatedlevelandmoreintodetailforcertainparameters,e.g.whattheoutboundflowfromacertainmunicipalityis.Thedashboardswerecreateddynamically,meaningthatalltablesanddiagramsfollowacertaindata selection, which enabled a better understanding of how dependencies betweendifferentvariablesexist.Forexample,filteringonacertaincommodityrevealsthedistributionof the transportmodes and the different destinations for the shipments, and by filteringagain,thistimeononeofthetransportmodes,thedestinationswillchange.Ascreenshotofhowadashboardcanlookispresentedbelowinfigure2.2.

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Figure2.2.Screenshotofthedashboardusedforpresentingthesecondarydata

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2.7.4Step4-CreatingvisualisationsanddiagramsWiththefirstthreestepscompleted,thedatawascompatibleanduserfriendly.Thisenabledustostartcreatingthemapvisualisationsanddiagramsincludedinthestudy.Dataselectionsanddelimitationswithincertainvariablesweremadetopresentreaderfriendlyvisualisations,whichwasdonethroughthedashboards.

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3.Frameofreference

Thischapterwillpresentthefindingsfromtheliteraturestudyperformedintheproject.

3.1Freighttransportandlogistics

Freighttransportstandsforallthemovementsofgoodswithinthesupplychain,hencetheimportance of coordinated processes and efficient activities to meet customer demand.AccordingtoJonsson&Mattsson(2011),theobjectivewithlogisticoperationsistoachievespaceandtimeutilityforthegoodsflow,i.e.ensuringthatgoodsareattherightplaceattherighttime.Tofullyunderstandthecomplexityinthisarea,Wandeletal.(1992)introduceathree-layermodel,whereeachcomponentofthefreighttransportsystemisdescribed,seefigure3.1.Thetransportsystemconsistsoftheinfrastructure,material-andtransportflow.

Figure3.1.Thethree-layermodel–Freighttransportsystemsandtheirintersections(Source:Lumsden2012).

Firstly,theinfrastructureisthefundamentalcomponentforcarryingouttransportssinceitofferstheirusersequipmentandsystemstooperateon.Theprimaryobjectiveistoconnectthewholesystemwithharbours,terminals,railwaysystemsandroadnetworkstoestablishfunctional operational conditions (Lumsden 2006; Jonsson & Mattson 2011). Theinfrastructureisnormallyfundedbythegovernmentandchangesinthesystemrequiresbothtimeandheavilyinvestments.Secondly,thetransportflowutilizestheinfrastructureandconsistofthedifferentmodesoftransportperformingmovementsofgoodsbetweendifferententitiesinthesupplychain.Thetransportationflowisdefinedasthelimitedresourcesandunitswithinthetransportsystemthatrequiresplanninginordertooperate.

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Thirdly,thematerialflowisinitiatedbyaneedofmovingthegoodsbetweendifferentnodesintheinfrastructure,bythetransportflow.AccordingtoLumsden(2006),thisconcernsbothinternalandexternalgoodsflowswithinorbetweendifferentprocessesoractorsalongthesupplychain.Thefreighttransportsystemneedstobedefinedasoneentitytoachieveanincreasedoutput,whereeachofthecomponentsintendstocreatesynergiesinthesystemwhenusedtogether,i.e.insteadofoperatinginisolation,ahigherefficiencycouldbereachedincombiningseveralcomponents (Jonsson & Mattsson, 2011). In all of these layers in figure 3.1, mutualinterdependenciesexist,anddependingonhowthetransportsystemisutilized,thisdirectlyaffectsthethreesuccessfactors:customerservice,capitaltied-upandtotalcosts.Understandingoftheintersectionsbetweenthecomponentseasethedecisionmakingandincrease the performance of the transports. Between the different layers, where eachcomponentintersects,twotypesofmarketsexist.Thetransportmarketconstitutesademandforwhichmaterial flow needs to be transported ormoved from point a to b andwhereavailableandsuitabletransportmodesprovidesthesupplyingloadunit.Dependingontheamountortypesoftransportflowinthesystem,itrequiresacertaincapacityusageontheinfrastructurewhichcreatesthetrafficmarket.Thecapacityoftheinfrastructuredeterminesthelimitationsofthevehiclesandtheamountofgoodsthatneedstobemovedwithinthesystem(Lumsden2006).

3.2Transportmodes

Transportationisamajorfunctionforenablingflowofgoodsbetweensenderandreceiver,due to its ability to connect all the nodes in the transport network and enhance thegeographical coverage. In foreign transports, sea transport is dominant since it is able toabsorbbigvolumesover longdistances. Incomparison todomestic transportation,whereroadismostcommonlyusedduetotheflexibilityindoortodoordeliveries(LIano,DelaMata,Díaz-Lanchas&Gallego2017).Dependingonthecontext,differentoutcomesareachievedbythechoiceoftransportmodes,bothincombinationaswellasinisolation.Duetothevariousdemandoftransportsandgoodsflow,requiresdifferencesbetweenthemodesinhowtheyareutilized inorder to support their specificneeds (Hao&Yue2016).Goodsownersandmanufacturershasanemerging tendency tominimize cost andenhance theefficiencybyinvolving specialized actorswho conduct themovement of goods (i.e. third party logisticprovider). This section intends to give the reader a description over the differentcharacteristicseachtransportmodepossess.

3.2.1Roadtransportation

Road transportation is the main mode of transport since it offers both connectivity andflexibility,i.e.enablesdoortodoortransportduetothedesignoftheinfrastructureandwith

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theavailabilityofvehiclestomeetthedemand.Rodrigue,ComtoisandSlack(2015)describethat the infrastructure,with its growth in spatial coverage, provides an extensive area tooperateonwhichmakestheroadtransportsuperiortoothers.JonssonandMattsson(2011)supportthisbydiscussingroadtransportasthemostsignificantalternativeindeliveriesinclusteredmarketsordeliverytoendcustomer.Lindgren&Vierth(2017)discusshighvalued(e.g.electronics)andtimesensitivegoods(e.g.food)astypicalcharacteristicsindemandforroadtransport,sinceadecreaseinthefactorscapitaltiedupandleadtimeareachieved.The main drawbacks with road transport is the consumption of fossil fuels, noise andcongestionon the roadswhichaffect the reliability in thedeliveries (Rodrigue,Comtois&Slack2015).Roadtransportationisusedinvarioustransportsetups,long-andshortdistancesandlow-andhighvaluegoods,wheretheycompeteoraremixedwithrailandsea,e.g.roadandrail/seacompeteonlowvaluegoodsandhighvolumes,wherethetransporteconomyiscomparativelylowerinshorterdistancesforroad(Jonsson&Mattsson2011).

3.2.2Railtransportation

JonssonandMattsson(2011)describethatrailtransportinrelationtoroad,isabletocarryheavier loadsover longdistances in relativelyhighspeed.Butsimilaritiesexist inhowthetransportmode is constrainedby itsphysiography. Theeffect is that transports areoftenconstrainedbetweentwoterminalswherethegoodsarefurtherdistributedbyroadorseatotheenddestination.Terminalsfortranshipmentandrailsystemsareheavyinvestmentsthatoccupatelargeareas,and the trains are operating in fixed routes constitutes the major drawbacks (Rodrigue,Comtois&Slack2015).Reis(2014)describetheconstraintsinbothrailcapacityandthefixedscheduled,andhowthisisaffectedbyanincreaseindemandwhichlowertheflexibility.However,advantagesinfueleconomyreflectsitsattractivenesstosupportothermodesinatransportchaintominimizecosts,i.e.thebreak-evendistance(Bhattacharya,Kumar,Tiwari&Talluri2013).Duetoitslargecapacity,fuelconsumptionperloadunitarelowinrelationtoroadtransportswhichmakesitagreeninlandmode(Rodrigue,Comtois&Slack2015).

3.2.3Seatransportation

Thismodeoftransportabsorbsthebiggestvolumespershipmentscomparedtoroadandrail,butarelimitedwithtransportonlybetweenharbours(Lindgren&Vierth2017).Thecapacityoftheshipmentsandtheuseofinfrastructureenableslowoperatingcostsduetoeconomiesofscale.Preferably,largevolumeandlowvaluedgoodsoverlongerdistancearesuitableforseatransports,wherenoothereffectivetransportmodeisabletocompete.Rodrigue,Comtois&Slack(2015)pointsouttheglobalisationandtheincreaseddemandforlongdistanceandhigh-volumetransportincombinationwiththecontainerizationleadtoa

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development inmaritimebusinessestoadapttothenewmarketchanges.Therestillexistdrawbackswiththedurationofthetransports,aswellastheloadingandunloadingprocesseswhicharetimeconsumingandrequiresplanningandsuitableinfrastructureforperformingnecessaryactivities.

3.2.4Inlandwaterwaytransportation

LookingatthecurrentstateofdomestictransportationinSweden,itiseasilyidentifiedthattheIWTisnotusedtoanygreaterextent.In2016,roadtransportaccountsfor88%ofthedomestic transportswhereasrail transports (9%)anddomesticseatransportation(3%), inwhich0,7%istransportedonIWWaccountsforamuchsmallershare(Garberg,2016).Thereisanunderutilizedcapacity in fairways, locksandportsandthewaterways in,orcloseto,citiesarenotutilizedtotheextentthatispossible(Garberg,2016).IWTcouldbethebasisforthefutureofintermodaltransportchainsinEurope,becauseofthecharacteristics of the transportmode that enables shipping of large amounts of goods incombinationwithpriceadvantages(Mirceticetal.2017).Policymakersfromdifferentlevels,Europeantoregional,emphasizetheimportancetostimulateIWTasapartoftheintermodaltransportchain(EuropeanCommission,2018).PromotingIWTisalong-termprioritywithinEurope in order to achieve a sustainable transport system (Caris et al., 2014). The IWTcurrently plays an important role in the hinterland connectivity ofmajorWestern-Europeseaports. However, since the last decades of the twentieth century, a trend towards anincreaseofroadtransportcanbeidentified(Konings&Wiegmans,2016).Atthesametime,theshareoftransportsconductedbyrailandinlandwaterwaysisdecreasing,eventhoughthereisconsensusregardingtheimportanceoftheuseanddevelopmentofinlandwaterwaysasameanoftransportinggoodsinourtotalfreighttransportsystem.InEurope,roughly14.000kmoftheavailable29.000kmofIWTareutilized(Mirceticetal.,2017). Of the 1.500 ports located in Europe, amajority is located in the Trans-EuropeanTransportNetwork(TEN-T)corridors.LookingattheuseofIWTonwaterwaysfromaglobalperspective,amajorityisunderdevelopedandunderutilized.InthecaseofSweden,IWTandcoastal shipping has historically played an important role for the Swedish transportationsystemandindustry(Garberg,2016).Astheroad-andrailroadtraffichasbeendeveloped,IWThashadproblemsincompetingforthenecessarygoodsvolumestomakeitcompetitiveinrelationtotheothermodesoftransport.Garberg(2016)furtherexplainsthatleadtime,flexibility,frequencyandespeciallyprice,whichisdirectlydecisive,arefactorsthataffectsthechoiceoftransporttoagreaterextentthanbefore.TheinherentcharacteristicsofIWTincombinationwiththeprevailingcoststructuremeansaggravatingcircumstances,especiallywithlowvolumesofgoods.IWTrepresentstheonlymodeoftransportthatisnotdirectlyaffectedbycongestionandbringsaveryhighenergyefficiency,reliabilityandsafety,yetthepotentialincreaseinuseofIWTisnotfullyexplored.However,inlandwaterwaynavigationisnotconsideredasatrulycompetitivemodeoftransportcomparedtotheothers(Mirceticet

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al.,2017),duetothefactthattherearestillseveralbarriersthatneedstobeovercome.Thesebarriersincludee.g.lackofintegrationandfragmentationofitsinfrastructuretogetherwithoperational, political and technological aspects thathindersmore intensive growth.Moreabout challenges and barriers connected to IWT in Sweden will be accounted for in thefollowingsection.

3.3Comparativeadvantagesoftransportmodes

European logistics actors think that road transport ismore favourable than sea- and railtransportswhenitcomestoflexibility,reliability,frequencyandsafety(Lindgren&Vierth,2017).Thefavouringofroadtransportsstemsfromtheadvantageofbeingabletoreachallcustomers,adapttochanges inthetrafficandthevastavailabilityof truckstorespondtochanges indemand, i.e. flexibility(Reis2014). It ispossibletoorderatransportcarriedbyroadwithshortnoticeandcontrolthedeparture-andarrivaltimes,whereastheothermodesof transportare tied topredeterminedschedulesand fixed routes.At the same time, thetrucksarelimitedbythemaximumallowedweightandthuscannottransportlargeamountsofbulkcargotoanacceptableprice.Thesameconstraintlimitsthedistanceofwhichroadtransports are economically viable. Looking at rail- and sea transportation, they have asuperior loading capacity. The tonne-km cost decreaseswith increasing volumes and canthereforeoffercompetitiveadvantages.Seatransportsalsooffertheadvantageofnotbeingaffected by infrastructural capacity constraints. Table 3.1 summarizes the comparativeadvantagesofthetransportmodes.Platz(2008)mentionsthespecificperformanceattributesforIWT,whereitoutperformsroadandrailtransports.IWTisabletoabsorblargevolumes,lowerthetransportcostperloadunit(i.e. low energy consumption), high safety, less harmful emissions, decrease noise andexternaleffectsontheenvironment.Ontheotherhand,IWTarefacingchallengestocompetewith road and rail transportation in speed, connectivity to nodes, flexibility andweatherconditions.InregionswhichhassupportiveinfrastructureforIWT,comparativebenefitsareidentifiedsuchas lowoperatingcosts,highreliabilitybutwiththeexpenseofslowspeed.Erceg(2018)concludesthelackofattractingnewIWTusersasamajorissue,andcriticizesthe decision-making actors to not take these factors into account when selecting modecarrier.Wiegmans&Konings(2015)arguethatIWTareabletocompetewithroadandrailifthe number of transhipments in their transport chain is reduced, since this have a directimpact on the transport costs. Caris et al. (2014) implies that the geographical locationconstitutes an important role for companies performing freight transport. Thecompetitiveness for IWT tends to increasewith theportshinterland, i.e. inlandwaterwayports contributes to the overall performance of the intermodal transport chain. Hesse&Rodrigue (2004) points out the extensive growth of infrastructure (e.g. terminals andhighways)asanenabler for roadtransports togainshares in thetransportmarket,whichcould be similar as for inland waterway development in the future. The authors furtherdescribe the vertical integration between production and distribution where

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interdependencies exists, i.e. using smaller production batches affects the number ofshipments thatneed tobecarriedout. Inaddition, the introductionof thecontainerasastandardizedloadingunitmadeitpossibletoconsolidategoodsflowfromseveralactorsinordertoobtaineconomiesofscale (Carisetal.2014).Thetable3.1belowsummarizethecomparativeadvantagesthatexistsbetweenthedifferenttransportmodes. Road Rail Sea/IWT

Advantages Speed Speed Loadingcapacity

Lowriskofinjury Scaleadvantages Scaleadvantages

Reliability Nocongestion

Flexibility

Disadvantages Congestion Capacityconstraints Lowspeed

Table3.1.Comparativeadvantagesoftransportmodes.(adaptedfrom:Lindgren&Vierth,2017)

3.4Transportqualityfactors

Taking the perspective of a transport buyer and goods owners, they choose differenttransportmodes to transport different typesof goods (Garberg, 2016). Flodén, Bärthel&Sorkina(2017)accountsforthefactorsthataffectsamodalchoicewheretheauthorshavereviewed available literature in the field. Theymean thatmodal choice is a decision thatdepends on the combined performance of a number of factors where these factors areappointeddifferentimportanceforthedecision.Anumberofkeyfactorsarepresentedintheir study where cost, transport quality, reliability and transport time are factors mostresearchbringup.However,therangeoffactorsconsideredindifferentstudiesisbig,rangingfromincluding3-4generalfactorsuptomorethan30detailedfactors.Theybringupcostasthemostobviousfactorforamodalchoiceasitscoreshighinmostresearches.Also,thefactthatcostisusedasabenchmarktoevaluatetherelativeimportanceofotherfactorspointsouttheparamountimportanceofthepriceofthetransport.Aftermostofthebasicqualityrequirements aremet, e.g. on-timedeliveries and transport damages,most decisions aremadebasedonprice.Flodén,Bärthel&Sorkina (2017)presentamodel for themost important factors in threeoverlapping layerswithdecreasing importance for themodal choicedecision:Benchmark,QualifiersandParticularities.Here,costisconstitutingthebenchmarkagainstwhichtheotherfactorsarevalued.Theymeanthatimprovementsinotherfactorsresultsinamonetarycost

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whichthencausesthefactorstooverlap.Achangeinoftheotherfactorswillinfluencethecost.Atwo-stepapproachisoftenusedinthisdecision-whenthequalityofatransportissatisfactorythechoiceismadeuponcost.Themainqualityfactorscanthusbegroupedintothe second layer:Qualifiers.The third layer includes factorsof lower importancebut thatcouldbeofhigh importance to individualdecisionmakers.An illustrationof themodel ispresentedbelow,figure3.3.

Figure3.3.Agraphicalrepresentationofthedifferentlayersoffactorsinfluencingmodalchoice.(Source:Flodén,Bärthel&Sorkina,2017)

Garborg(2016)alsopointsoutgeographicalandinfrastructuralprerequisitescaneliminateacertaintransportmode,wheree.g.IWToftenissuitablewheneitherthesenderorreceiverislocatedclosetoaport.Garberg(2016)alsomeanthattraditionissomethingthataffectswhatmodeoftransportthatisusedtotransportgoods.Whenagoodsownerhasdedicatedthemselves to one transport mode, there is an inherent aversion towards changing thistransportationsetup.Theco-foundedEUproject, LOGIQ foundout twotypesofdecisionorientedactors in thedecision-making process in determining an intermodal transport mode (Mommens &Macharis2014).Thefirstgroupwascostoriented,heredecisionswerebaseduponthelowestpriceforthetransport(i.e.qualitywassecondary)andtheothergroupwasqualityoriented,theyweightedboththefactorsequallyintheirdecision.Reis(2016)presentsinhisreporttheidentifiedkeyfactorsinvolvedintransportmodechoice,flexibility,reliability,frequencyandleadtime.Below,eachofthesefactorsaredescribedindetail.

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3.4.1Flexibility

Thisfactorreferstotheabilityofthetransportchaintocopewithvariationsindemandandservices(Jonsson&Mattsson2011).Flexibilitycouldbeenhancedduetobetterforecastingorencouragementtocustomerintegrationofplannedvolumesandshipments,i.e.increasedresourceutilization(Lumsden2007).Ahighlevelofflexibilitydescribeshowchangesduringtransports easily could bemaneuvered, e.g. avoiding traffic stocking and areaswith highcongestion.Naim,Potter,Mason&Bateman(2006)presentsthreefactorsindeterminingthetransportation flexibility; delivery, volume and access. Delivery and volume concernsparameterssuchasconsignmentsize,goodstypeanddistance,whilstthelatteronemeasurestheabilitytomeetdemandwhenitisneeded.

3.4.2Reliability

Thelevelofreliabilityisdeterminedbytheabilitytoperformontimedeliveries.Reliabilityisconsidered as an important transport qualitymeasurements since this affects the risk ofdisruptionsinthesupplychain(Lindgren&Vierth2017).Medda&Trujillo(2010)claimsthatportsareunreliableandinefficientduetotheoftencapacityconstraintandconnectionstoothermodes.Baindur&Viegas(2011)furtherdescribeseatransportshighlydependentontheweathercondition(e.g.whichmakesthismodelessattractiveincomparisontoroadandrail.AccordingtotheSwedishMaritimeAdministration(2016),actorsarelesslikelytoshifttransportmodewhichoffersahighreliabletransportanddescriberoadasthemostreliable.

3.4.3Frequency

Danielis&Marcucci(2007)describeroadtransportasdemanddrivenandkeptawayfromfixed schedules, whilst rail and sea transport are controlled by both fixed schedules androutes,hencethesemodesareconsideredtolessfrequentalternatives(García-Menéndez,Martínez-Zarzoso&DeMiguel2004).Theleveloffrequencyaredeterminantfactorsformodechoice, and it isdefinedas theamountof completed transportper timeunit (Lindgren&Vierth2017).Ahighfrequencyoftransportsrequiressmallerinventorieswhichdecreasesthetotalcosts,andenablesthesupplychaintoadjustandrespondtounexpectedvariationsindemand, i.e. increased flexibility. Naim et al. (2006) points out that vehicle speed has apositiveimpactontheflexibilityfactor.

3.4.4Leadtime

Roadtransportissuperiorincomparisontoothermodesoftransporttohandledoortodoordeliverywithshortestleadtime.Thisisbecauseseaandrailtransportoftenaremoresuitabletouseoverlongerdistances,wherethefocusistotakeadvantageofeconomiesofscaleandwhereroadtransportarenotabletocompete(Lumsden2006).Trade-offsaremadebetweentransportcostand time,where lower fuelconsumption (i.e. slowerspeed)decreasing thecosts but affects the transport service due to a lower flexibility (Reis 2016).Nottebom&

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Cariuo(2013)describeslowsteamingasapracticeto lowerthefuelconsumptionandtheimpacton theenvironment, andat the same time increase theprofits. Lindgren&Vierth(2017) mention goods type and how the characteristics for time and value affects thetransport mode choice. This corresponds to that low valued goods where lead time issecondary are preferably performed with sea or rail transport. Table 3.2 compare andsummarizesthetransportmodestowardsthetransportqualityfactorsmentionedabove. Road Rail Sea/IWT

Flexibility High Low Low

Reliability High-medium Medium-low Low

Frequency High Low Low

Leadtime Short Medium-long Long

Table3.2.Comparisonoftransportmodesoverthetransportqualityfactors

3.5Comparativequalityfactorsofthetransportmodes

Roadtransportisseenasthemostcost-efficientmodeoftransportforshort-andmediumdistances.Bothrailandseatransportsdemandtheirgoodstobehandledinterminalsforamodalshift, this implieshighercosts intheshort- tomediumdistance interval,wheretheeconomyisnolongerbeneficial(Reis2016).Thechoiceoftransportmodeisinsteadselecteduponthetypeandsizeofthegoodstype,thefrequencyoftheshipmentsandwithinthetimeframeoftheshipment(Rodrigue,Comtois&Slack2015;Meixell&Norbis2008).Reis(2014)also points out these variables as important decisive factors, but mentions safety andflexibility as additional services, i.e. availability of vehicles to adapt to market demand.Furthermore,Janic(2007)andLuLi&Jian(2018)complementthesefactorswithdistanceandreliabilityasmaindrivers.Therespectivequalityfactorsandthedifferenttransportmodesispresentedinthetable3.3below.TransportQuality Road Rail Sea

Frequency High Low Low

Leadtime Essential Secondary Secondary

Distance <300km >300km >300km

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Goodstype High-mediumvalue,timesensitive

Lowvalue,spaceutilization Lowvalue,spaceutilization

Consignmentsize Small Large Large

Safety Low High High

Flexibility High Low Low

Table3.3.Comparativecharacteristicsoftransportmodes

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3.6CommonlytransportedgoodstypesonIWT

TounderstandwhattypeofgoodsthatissuitableforIWT,statisticsofthemostcommonlytransportedgoodstypesonIWTareexamined.ThisinformationisprovidedbyVänerhamnandEurostat(2018)andisvisualizedinthefigure3.4below.

Figure3.4.DistributionofgoodstypeshandledinVänerhamnandEUaccordingtoEurostat(2018)

3.6.1Bulkgoods

DryandliquidbulkgoodsisconsideredasthemaingoodsfortransportationofIWT.Typicalcharacteristicsforthistypeofcommoditiesarethepossibilitytotransportlargevolumespershipment (i.e. consignment size) which require less focus on the transport lead time.Wiegmans & Konings (2016) mentions six types of goods types (ore, coal, chemical-,petroleumproducts,sandandgravel)thataresuitableforIWTtransportduetotheirspecificcharacteristics. These goods flows are typically transported in large consignment sizes tolower operating costs (i.e. economies of scale), over long distances (except for sand andgravel)andbetweenseaportsorindustryplants.

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2.6.2Containerization

Containerization enables an increased operational efficiency which enhancing theperformanceoverthetransport.Thisloadingunitprovidessmoothshiftsbetweentransportmodes, since it is able tohold thecargo through thewhole transport chain (Neise2018).Wiegmans,Witte, Spit (2015) discuss the importance of inland ports and their ability tosupportcontainerhandlingintheirterminalsinordertoincreasehinterlandcompetitivenessof larger ports. Inland port terminals are then needed to provide efficient intermodalconnectionswiththeobjectivetomitigatethecongestionandcontainerhandlingin largerports,whichalsohaveapositiveeffectonthereliability factor.Wiegmans&Witte(2017)presentsfactorsforevaluatingtheperformanceofaninlandportterminal,whicharedividedinto internalandexternal factors.The internal factorsare influencedbythe infrastructureandlevelofoperationalequipment(e.g.capacityoroperationalrelated),andwhereexternalfactorscomprehendsthelevelofcoordinationandintegrationofprocessesbetweenactorsinvolved in the transport chain (Wiegmans&Witte,2017;Cariset al., 2014).Neise (2018)furtherexplainsthegrowthincontainerizationasamajorreasonfortheincreasingvolumesinglobaltrade.Consequently,alltypesofgoodsarepreferablyusedincontainertransportnowadays(e.g.andreducedtransportcostsarepossibletoachieve.InthereportwrittenbyWSP,avisualisationofaSWOT-analysiswaspresented.ThisinordertohighlightdifferentaspectsaffectinganestablishmentofcontainertransportationwithIWTon lakeVänernandGötaÄlv river.Avisualisationof thepresentedSWOT-analysis canbefoundinfigure3.5below.

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Figure3.5.SWOT-analysisofcontainertransportationonlakeVänern.(Adaptedfrom:WSP,2015)

3.7ExternalcostsofIWT

When comparing the sustainability of the different transport modes from a broaderperspective,theexternalcostsgeneratedisusefultoassess.Carisetal.(2014)discussestheexternalcostsofIWTandmeanthatthemostimportantcategoriesareclimatechange,airpollution,noise,accidentsandcongestion.Additionally,up-anddownstreamactivitiesmayaccountforasignificantshareofpre-combustionprocessesrelatedtofuelconsumption.Ingeneral, IWTisperformingwellfromanexternalcostperspective,buttherearecertainareas where the results are not as good and areas where it is lagging behind in thedevelopment(Carisetal.,2014).LookingatthepositiveaspectsofIWT,theexternalnoiseandaccidentsarenegligible.EnvironmentalcostsareverymuchrelatedtoenergyefficiencywhereIWTclearlyoutperformsbothroadandrailinbulkcargoandcontainertransports.CO2emissions are better than for road transports, but SO2, PM and NOX are worse. ThesustainabilityadvantageofIWTisunderpressureasthedevelopmentoftheothermodesisatamorerapidpace.However,IWTcansustainitsadvantagewithadditionalefforts,wheree.g. the external cost calculator for theMarco Polo project takes several alternative fueltechnologies into account which shows a wide range of possible environmentalperformances, depending onwhich technology used, type of ship and its freight capacity(BronsandChristidis,2013).Table3.4displayswhichexternalitiesthateachtransportmodeisgenerating.

Externality Road Rail IWT

Airpollution X X X

Noisepollution X X

Climatechange X X X

Accidents X X

Congestion X X

Table3.4.Transportmodesandtheirexternaleffects.(ConstructedfromCarisetal.,2014)

3.8BarriersandkeyissuesforIWTinSweden

Rogerson&Santén(2018)describethemainbarriersandkeyissuesforIWT,specificallyfortheSwedishsetting.Thesecanbegroupedintofourmaincategories:regulatory,financial,

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servicequalityandmarketcharacteristics.Whatspecificexternalitythesecategoriesaccountforissummarizedintable3.5below.

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Externality

Regulatory Uncertaintyinregulations,pilotingandfairwayfees,agreementswithdockers/stevedoresfortranshipments,investmentsininfrastructureofothermodes,regulationsforcompetingtransportmodes

Financial Competitivenesswithothertransportmodes-largetrucksanddevelopedrailwaysystem,Pre/posthaulagecosts,additionalhandlingcosts,portcharges,fairwaydues,pilotingfees,Feestructuresofothertransportmodes,Uncertaintyincostsmakesithardtoperformcalculations,Investmentcostsandfinancialriskinnewprojects,Lackofqualifiedpersonnel

Servicequality Keycriteria:cost,leadtime,reliability,transportquality,Longleadtimesvs.Roadtransportation,especiallytranshipments,Craneavailability,Frequency,Reliability-prioritizationoftranshipmentsinports,Resistancetochangetransportmode

Marketcharacteristics

Volumesofgoodsrequired,Competitionfromothermodes-pricecompetitionishardduetodifferingfeestructures,Conditionsofwaterways-requirementsforvessels,waterlevelsandbridgeheights,bridgeprioritization,Vesselsadaptedtowaterwaysandweatherconditions-specializedvesselsresultinlimitations,Businessmodels-financiallysuccessfulforcontainers,Environmentalconcerns-othertransportmodesdevelopingfaster

Table3.5.BarriersandkeyissuesforIWTinSweden.(AdaptedfromRogerson&Santén,2018)

3.9Modelsforevaluatinggoodsflowpotential

Meers&Macharais (2015) describedifferent tools that canbeusedwhenevaluating thepotentialmodalshiftofaregion.Suchmacro-toolsareuseful inpreparatoryphaseswhenscanningaregionformodalshiftpotentialandmostsuitablegoodsflows.Theysummarizedifferentmodelsdevelopedforthispurposeanddescribewhichdeterminantsusedinthosemodels.Thisgivesahintofwhichfactorstoconsiderwhenevaluatingpotentialmodalshiftsinaregion.Anoverviewofthesedeterminantsisgiveninthetable3.6below.Study Cost/

priceExternalcost

Timecomponent

Transportvolume

Transportcapacity

Goods’characteristics

Transportdistance

Accessibility

Rusch(2001) X X X X X X

Blauwensetal.(2006)

X X X X X X X

Jordansetal.(2006)

X X X X X

Flodén(2007) X X X X X X X X

Tsomboulasetal.(2007)

X X X X X X X

BottaniandRizzi(20007)

X X X X X

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Macharisetal.(2010)

X X X X X

Meers&Macharis(2015)

X X X X X

Figure3.6.Overviewofdeterminantsformodalshiftincludedinpreviousstudies.(AdaptedfromMeersandMacharis,2015).

3.10Intermodaltransportation

In 2007, the European Commission took action against road transportation by creatingtransport policies which promote greener modes of transport, e.g. utilization of inlandwaterways.Thesolutionwastoenlightenactorsregardingintermodaltransportswithrespecttotheadvantagesthatcouldbegained(Macharis2011).IntermodalfreighttransportsaredescribedbyCrainic&Kim(2007)asgoodstransportationbetweenoriginandfinaldestination,thatutilizeatleasttwodifferenttransportmodesinaconsecutivetransport(road,rail&sea)withoutchangingcarriertype.Lowe(2005)describethat the objective is to reduce road transportation, and instead shift towards moreenvironmentallyfriendlytransportmodes.Lowe(2005)furtherexplaintheideaistobenefitfromthedifferentcharacteristicseachmodepossessesindifferenttransportsolutions.Rail-and sea transportationaremoreprofitableandenvironmentally in casesof longer transittime, but where road transportation is dominant due to the flexibility and ability tocomplementothermodeswherenorailwayorwaterwayexist.Atthesametime,thecompanyneedtoremaincompetitivethroughprovidingtimeandcost-efficienttransportsolutionswithoutinterferingwiththesustainabilityfactor(Lowe,2005).Recently,transportcompanieshaveshiftedtheirfocusfromsub-optimizingtheirtransports(i.e.cost-efficient)andinsteadlookingbeyondtheirowninterestandintegrateotheractorsinthetransportchain. Inthisway,allactorscouldgainknowledgeandbenefitfromothercompetencies to develop processes together (Bhattacharya et al. 2014). Intermodaltransportsaretodayseenasaprerequisiteinhandlinggoodsmovementsfromdoor-to-door,whichindicatetheimportanceofintegrationandcommitmentfromtheactors.Jacobsson,Arnäs & Stefansson (2017) agree with this trend, and presents an identified area in theintersection between the actors. Since the intermodal transport chain is considered as acomplexoperationwithoftenseveralactors,solidprocessesneedtobeinorder.Thecrucialactivity to reconsider are transhipments, which need to be supported by processes toenhanceefficiencyandcost.Tohandlecongestions,theunloading/loadingactivitiesneedtobegovernandplannedincollaboration,generatingabetterflowandaccessibilitytoterminalsforothermodes.The implementationofstandardizedcontainerflowsmade itpossibletoperformcostandtimeefficienttranshipments,andareavitalcomponentforpromotingintermodalshifts.Forexample,thehighercostoftranshipment(inrelationtoroad)tobargetransportsoninland

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waterway are recaptured, especially in larger distances, since barges are able to takeadvantageofeconomiesofscaleandlowerthehaulagecosts(Macharis2014).Bargetransportsoninlandwaterwayscanprovidesafertransportsofhazardousgoodsdueto their unutilized capacity. Barge transports are constrainedby their substantial needofinfrastructure,whichindicatesthatsupplierand/orcustomerspreferablyneedtobelocatednearby inlandwaterway ports. This limit themodal choice options in the pre- and post-haulage(Mommens&Macharis2014).Fromasocio-economicperspective,thereducedamountofroadtransportswillleadtolowernoiselevelsaswellasreducedcongestionsinandaroundportsareassincetheemissionsoffossilfuelsaretransferredtolessenergyconsumingvehicles,suchasrailorsea.Theissuewith port congestion could bemitigated, hence the importance of assessing all transportmodesavailable(Lowe2005).Accordingtotheliterature,thekeybeneficialoutcomesofintermodaltransportare:

● reducedemissionsoffossilfuels● lowerednoiseandenergyconsumption● alleviationoftheimbalancesinthetransportinfrastructure● increasedsafetyofhazardousgoods

3.11Hinterlandtransportation

Thecontinuinggrowthofcontainertransportsareaffectingtheperformanceinportsduetoincreasing volumes to handle. The globalisation creates a higher demand for worldwidetransports, which puts challenges on the ports to comprehend with this actuality. As aconsequence,portcongestionisidentifiedasamajorissue,sinceitespeciallyhasimpactonthescheduledactivitiesthatareperformedintheport(Visser,Konings,Pielage&Wiegmans2007).Theincreasingcontainerisationattheportscreatespressuretoincreasethecapacityinordertoraisetheproductivity,butthisalternativedemandheavyinvestmentsandrequiresspace,whichoftenislimitedinurbanareas(Roso,Woxenius&Lumsden2009).Sinceportsoftenarelocatedinconnectiontolargercities,precautionsandregulationsfortheenvironmentneedsto be followed. Alternative solutions emerge in order to enhance the competitiveness ofports,whereVisseretal.(2007)advocatehinterlandtransportsasanenablertoreducethecongestioninespeciallytheports,aswellinthewholetransportinfrastructure.Thehinterlandaccessibilityisdefinedastheabilityfortheporttoreachtheinlandmarkets,i.e.offer integratedconnectionstoprovideaneffectiveandreliablesupplychain(Franc&Horst2010).Tointegratetheportwithintermodalactivitiesandinturncreateefficientandcoordinated actions, the key success factor lieswithin the level of commitment from the

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involvedactors.Inthisway,portsareabletogovernandcopewithdelaysandtheinherentdeviationthatexistintheseatransportations.Zweers,Bhulai&VanDerMei(2018)mentionbarges as the main transport mode for hinterland container transport, because thecharacteristicsoffered(e.g.lessemissionsandlowercosts)aremostsuitableincomparisontorailandtruck.

4.GoodsflowmappingThischapterwillpresentthesecondarydata,visualisedwithmaps,tablesanddiagrams.Thechapterisfurtherdividedintosub-chaptersthatwillfocusonthespecificcountiesincludedinthestudy:VästraGötaland,VärmlandandÖrebroandalsohowthey interactwitheachother.Ineachsection,visualisationsanddataarepresentedinordertohighlightsignificantinformation.Nodataselections(filtering)hasbeenmade,whichmeansthatallinformationavailableispresented.ThelastsectioninthischapterwillinvestigatethepotentialinrespecttosuitableIWTgoodsidentifiedinordertohavesufficientdatatoprovideananswertothefirstresearchquestion.Thefirstsub-chapterprovidesaholisticviewandisintendedasanintroductorychapter.Thedataispresentedonanaggregatedlevelandhighlightssignificantsharesofthevolume.Adivisionbetweendomesticflowsandimport/exportflowshasbeenmade.Forthedomesticflows,originsanddestinationstogetherwiththegoodstypeswithrespectivecommoditiesarepresented.Fortheimport-andexportflows,theindustryisalsoincluded.The following sub-chapters present each of the counties in more detail and are insteaddivided into sections describing inbound- and outbound flows separately. Here, morevariables are included: origins and destinations, goods types and commodities, businesstypes/industriesandtransportmodesandgoodscarriersarepresented.Thedataofthecommoditiesaresetasasubgrouptothegoodstypes,e.g.roundwoodisaproductfromagriculture,forestryandfishing

4.1Introduction-Totalgoodsflows

Thetotalvolumeoftransportedgoodsinthesecondarydataissummarizedto128milliontonnes,see figure4.1.Dividingall thegoods flowsonthreecategoriesbasedondirectionshowsthefollowingdistribution:Domestic(58%)representthegoodsflowsthatstaywithinthe Swedish borders, either with destinations in one of the three counties (inbound), ororiginsinoneofthethreecounties(outbound).Importflows(23%)representtheinboundflowwithoriginsoutsideSwedenwithdestinationsinthethreecounties.Lastly,theexport

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flow(19%)representstheoutboundflowwithdestinationstoforeigncountries,withoriginsinoneofthethreecounties.

Figure4.1.Totalgoodsvolumedividedbetweentheflows

Figure4.2.Barchartofinbound-andoutboundgoodsflowinrespectivecounty

Lookingfurtherintoeachcounty,significantdifferencesexistinwherethevolumeisallocated.VästraGötalandrepresentlargeshareofthevolume,followedbyVärmlandandÖrebro.Thedataisdividedbetweeneachofthecountiesandtherespectivevolumesofinboundandoutboundgoodsflowsareshowninfigure4.2above.

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4.2Domesticgoodsflows-Inbound

Thissectionpresentsthegoodsflowswithdestinationsinoneofthecounties.It identifieswheregoodsarereceivedforconsumptionorstorageandrepresentstheinboundflowfordomestic shipments. The total inbound domestic goods flow for this data selection issummarizedto36milliontonnesandfigure4.3belowshowsthecountiesrespectiveshareoftheinboundvolume.

Figure4.3.Distributionofinboundgoodsflowbetweenselectedcounties

Themapvisualizationinfigure4.4belowillustratesthedomesticinboundgoodsflowintheregions.Thebarchartsincludedprovideinformationregardingtop10receivingandsendingmunicipalitiesbasedontotalweight.

Figure4.4.Mapvisualisationofmunicipalitieswithinbounddomesticgoodsflow

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Clusteredareasofconsumingentitiesappeararoundlargercitiesandtohighlightthetop3receivingmunicipalities,thefollowingisrevealed.ThelargestshareofthegoodsreceivedinGothenburgaretransportedfromlocationswithinthecounty,especiallyfromGothenburg(45%)andLysekil (13%).Theconstruction industry is transporting the largest shareof thevolume transported toGothenburg, followedby thewholesale- and themanufacturingofmetalgoodsindustry.InGrums,almost56%ofthereceivedvolumeoriginatesfrommunicipalitieswithinthesamecounty, i.e. Värmland, except from the largest contributor - Hällefors which is located inÖrebro.TheindustryinGrumsarewithinthewoodandpaperindustryandismostlyreceivingcommoditiesfromthegoodstypeproductsfromagriculture,forestryandfishing.The industry with largest volume in Lindesberg are within wood and paper (85%) andmanufacturingofmetalgoods,machineryandtransport(7%).ThegoodsaresourcedmainlyfromÖrebro(37%)andsurroundingcountiessuchasVästmanland,Gävleborg,SödermanlandandDalarnatransportedbyroad(93%)andrail(7%).

4.2.1Goodstypesandcommodities

This section presents the goods types and commoditieswith destinations in the selectedcounties.Thevisualisationofthegoodstypesinfigure4.5includesallinbounddomesticdata,whereasfigure4.6onlyshowsthetop10commodities,representingapproximately76%ofthetotalgoodsvolumeinthecounties.Thefollowingsectionswillprovideinformationofthegoodstypesandcommoditieswiththelargestshares.

Figure4.5.Allocationofconsumedgoodstypesintheselectedcounties

Thelargestvolumeisfoundinthegoodstypeproductsfromagriculture,forestryandfishingwhere the destinations are found primarily in Värmland (41%). The commodity with the

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largestvolumeisroundwood,where83%areconsumedinGrums(woodandpaperindustry)withconnectionstoÖrebroandDalarna.Amajorityoftheinboundvolumeissuppliedbyroadtransportationandthelargestindustriesare wood and paper (67%), agriculture, forestry and fishing (13%) andmanufacturing ofconsumer goods (11%).Most of the businesses within the wood and paper industry arelocated inVärmlandandÖrebro.Thebiggestvolumeswithin theagriculture, forestryandfishingindustryhavedestinationsinVästraGötalandandÖrebrowherethemaincontributorofthis isTorsby inVärmland.Themanufacturingofconsumergoods industry is located inVästraGötaland,withlargevolumestransportedtoLidköping,FalköpingandSkövde,GöteneandBorås.Soils,stonesandbuildingmaterialsaretransportedbyroadtransportation,withdestinationsin Västra Götaland (91%). This goods type is provided by the construction industry withcommoditiessuchassoils,stones,gravelandsand,otherbuildingmaterials(notmetalandwood)andcement,limeandplaster.Thegoodstypesolidandliquidfuelsincl.tariseithertransportedbyroad(56%)orsea(44%).Almost all volume consists of the commodity liquid refined petroleum products, withdestinationsinGothenburgandLysekil.

Figure4.6.Top10commoditiesconsumedintheselectedcounties

Thecommodityroundwoodrepresents26%oftheinboundvolume(seefigure4.6),wheredestinations within Värmland corresponds to half of this volume, most of the volume istransportedinGrumsduetothetypicalbusinesstype.Lookingintothecommoditysoils,stones,gravelandsand,wherealltransportsaredonebyroadcarriedassolidbulkgoods(85%)orinlargefreightcontainers(13%).VästraGötaland

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stands for almost 95% of the consumed volume, especially in Gothenburg (59%), Skövde(14%)andLerum(8%).The commodity other building materials (not metal and wood) are supporting theconstruction industrywith the largest volumes. These transports are performed by road,where half of the volume is palletized goods. 89% of this volume is received in VästraGötaland,mainlyinGothenburgandBorås.ThesegoodsflowshaveoriginsinVästraGötaland(60%)orfromthesouthernpartofSweden,Halland(18%)andSkåne(7%).

4.3Domesticgoodsflows-Outbound

Thissectionpresentsthegoodsflowswithoriginsinoneofthecounties.Itidentifieswheregoods are produced and represents the outbound flow for domestic shipments. Theoutbound goods flow in this data selection is summarized to approximately 37.9 milliontonnes.Thefigure4.7belowpresentstheallocationbetweentheselectedcounties.

Table4.7.Distributionofinboundgoodsflowbetweenselectedcounties

Themapvisualizationbelowinfigure4.8illustratesthedomesticoutboundgoodsflowfromthe regions. The bar charts included provide information regarding top 10 sending andreceivingmunicipalitiesbasedontotalweight.Theycorrespondrespectivelyfor52%and42%ofthetotalshares.

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Figure4.8.Mapvisualisationofmunicipalitieswithoutbounddomesticgoodsflow

Outboundshipmentsfromoneofthecountiesaresentto290destinationsinSweden,mainlytomunicipalities within Västra Götaland (40%), Värmland (16%) and Örebro (10%). FromGothenburg, 21% of the outbound volume can be found. For example, liquid refinedpetroleumproductsaredistributedbyseawhereLysekil,Karlshamn,Helsingborg,StockholmandNorrköpingarereceivingmostofthevolume.AlargeshareofroadtransportationisalsoidentifiedfortheoutboundgoodsflowsfromGothenburg.GoodsflowswithoriginsinLysekilisalmostsolelyrepresentedbyliquidandrefinedpetroleumproducts(95%).Thesegoodsflowsaretransportedwitheithersea(95%)orroad(5%).Thiscouldbeexplained,duetothecharacteristics,thatliquidbulkgoodsarecompatiblewithseatransportationsinceit isabletoabsorblargevolumes.Thedestinationsofthiscommodityare spreadoutbetweenports in Sweden, receiving the goods and furtherdistribute it asdomesticflows.TheremainingshareisdistributedbyroadtoaccessnearbymunicipalitiesinVästraGötaland(89%),sincethismodeoffershigheraccessibilityforthesedistances.ThegoodsflowsoriginatingfromSkövdeareeithercarriedassolidbulkgoods(54%),inlargefreightcontainers(31%)oraspalletized(10%).VästraGötalandisthecountywheremostofthe volume are transported to (73%), with largest share allocated in Skövde, Lidköping,FalköpingandGothenburg.

4.3.1Goodstypesandcommoditiesproducedintheregions

Thissectionfurtherpresentswhatgoodstypesandcommoditiesthatareproduced inthecountiesandtransportedasdomesticoutboundflows.Thevisualisationofthegoodstypesin

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figure 4.9 includes all outbound domestic data, while figure 4.10 presenting top 10commoditiesrepresent80%ofthetotalvolume.

Figure4.9.Allocationofproducedgoodstypesintheselectedcounties

Productsfromagriculture,forestryandfishingrepresentthelargestproducedvolume,wherelargestshareareidentifiedinTorsby,Hällefors,HagforsandArvika.Notabletomention,thereexist77sitesintotal,and49arelocatedinVästraGötalandwhichalsoaccountsforlargestshare(46%).RailtransportationwithoriginsfromHällefors,FalköpingandUddevallaofthecommodityroundwoodcorrespondsto8%ofthisgoodstypewherethetopdestinationsareVarbergandGrums.

Figure4.10.Top10commoditiesproducedintheselectedcounties

Roundwoodiseithertransportedbyroad(91%)orrail(9%).Värmlandisthelargestreceiverofthiscommodity(40%)withlargesharesinTorsby,Hagfors,ArvikaandFilipstad.Thewoodandpaper industries,consumingmostlyof thiscommodityare located inGrums,Varberg,TorsbyandHammarö.

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Liquid refined petroleumproducts only origins fromVästraGötaland (96%) and Värmland(4%).Seatransportationrepresents71%,whilst roadtransportation is theremaining29%.ThelargestflowsaretransportedfromGothenburg(49%),Lysekil(44%)andKarlstad(4%)andthelargestreceivingmunicipalitiesareGöteborg(25%),Norrköping(7%),Lysekil,KarlshamnandGävlewith(6%each).Themajorityofthevolumeofsoils,stones,gravelandsandisproducedinVästraGötaland.especiallyinGothenburg(62%),Skövde(15%),MölndalandAlingsås(7%each).Almostallofvolumeistransportwithroadastransportmode,withoriginsinVästraGötaland.Upto93%of the volume is transported to municipalities within the county (Gothenburg, 60% andSkövde,14%)andtheremainingvolumeisspreadouttoalloftheothercounties.

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4.4Importflows

This section presents the import goods flowswith destinations in one of the counties. Itidentifieswheregoodsarereceivedforconsumptionorstorageandrepresentstheinboundflowforimportshipments.Thetotalweightinthisdataselectionissummarizedtoalmost29.8million tonnes and the top five contributors account for approximately 75%. Russia,Norway and Denmark account for the largest shares, followed by Great Britain and theNetherlands.Thecommoditieswithlargeconsumedvolumearecrudeoilandliquidrefinedpetroleum products, which together stands for 84% of the volume. In figure 4.11, thedistributionofimportedgoodsvolumetotheselectedcountiesisshown.

Figure4.11.Distributionoftheimportedvolumetothereceivingcounties

Themapvisualizationbelowinfigure4.12illustratestheimportinboundgoodsflowtotheregions. Thebar charts includedprovide information regarding top5 importmarkets andcommoditiesbasedontotalweight.

Figure4.12.Destinationsineachregionofimportedbasedontheirgoodsflow

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The10largestreceivingmunicipalitiesstandsfor95%ofthetotalimportedvolumeandtherespective shares are shown in the figure 4.13. Significant volumes are allocated toGothenburg and Lysekil since theports locatedhere function asmain gateways to oceantraffic.Thisisexplainedbythedata,sinceitshowsthatupto86%oftheimporteddataaretransportedontheseatotheSwedishmarket.

Table4.13.Toptenmunicipalitiesbasedonimport

Russiaisthemainimportmarketforcrudeoilandliquidrefinedpetroleumproducts,withalarge share of the total volume with destinations in Lysekil (86%), Gothenburg (9%) andStenungsund(5%).80% of the imported goods from Norway is transported by sea with destinations inGothenburg(77%),Lysekil(21%)andStenungsund(2%).Theremaining12%aretransportedby rail, to industries within wood and paper and agriculture, forestry and fishing withdestinationsinGrumsandLindesberg.Thecommoditiesreceivedconsistofroundwoodandwoodchips,wood/sawwaste,e.g.chips,pellets.ThegoodsfromDenmarkareimportedwithsea(96%)androad(4%)transportation.Goodstransportedby seaareequal to the flows fromRussiaandNorway, i.e. liquidbulkgoods.Exceptfromthese,asmallershareofthecommoditychemicalandmineral(natural)fertilizersandsaltare importedtoStenungsund.Lookingfurther inthecommoditiestransportedonroad,identifieddestinationsofthecommodityironandsteelarelocatedinKarlstadandNora.To Svenljunga and Vårgårda, goods are imported on road to support businesses inmanufacturingofconsumergoodsandwholesale.

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4.4.1Industries

Figure4.14shows fromwhich industry thegoods flowsoriginate from,whereminingandquarryingandmanufacturingofconsumergoodsstandforsignificantshares.InLysekil,twoof the world’s largest petroleum companies Preem and ST1 refineries are located whichexplainstheselargevolumesfromtheminingandquarryingsector.Fromthemanufacturingofconsumergoods,86%arereceivedinVästraGötaland,Örebro(11%)andVärmland(4%)withoriginsinGermany,theNetherlandsandDenmark.Thelargestimportedvolumesinthewood and paper industry are consumed in Värmland (89%), i.e. Grums, Karlstad andHammaröwithgoodsflowsoriginatingmainlyfromNorwayandLithuania.

Figure4.14.Allocationoftheexistingbusinesstypesoftheimportingactors

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4.5Exportflow

Thissectionpresentstheexportgoodsflowswithoriginsinoneofthecounties.Itidentifieswheregoodsareproducedandrepresentsthegoodsflowforexportshipments.Thetotalexportedvolumefromthisdataselectionissummarizedtoapproximately24.5milliontonnesandthetopfiveexportmarkets(53%)arelistedinfigure4.16.Thetopfivecommoditiesarealso listed,notable isthatthecommodity liquidrefinedpetroleumproductsstandsforthemajorityofthevolume(63%).Seatransportationabsorbslargestvolumes(65%)followedbyroad(16%),road/sea(14%)androad/rail(5%).Thedistributionofexportedvolumebetweenthecountiesareshowninfigure4.15,whereVästraGötalandstandsforthelargestshare.

Figure4.15.Weightdistributionofthesendingcounties

Figure4.16.Mapvisualisationofmunicipalitiesinselectedcountiesexportinggoods

In the figure4.16,visualisationofallof the76exportingmunicipalitiesare shown,wherelargervolumesarelocatedatthewestcoastinVästraGötaland,morespecificinGöteborg

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(36%),Lysekil(30%)andStenungsund(5%).Thetop10exportingmunicipalitiesarepresentedinthefigure4.17below,whichaccountsfor83%ofthetotalexportedvolume,withmostlyof the volume exported from the ports. This could be explained since the export data isdesignedinthesamewayastheimportdata,wheregoodsaredistributedtothemajorportsidentifiedinVästraGötalandandthenfurtherdistributedasexportflow.ToGreatBritainlargevolumesareexported.Theseflowsaremostlyliquidrefinedpetroleumproducts (87%), but also paper, cardboard, dairy products, drinks and ice cream, sawed,planedwoodproductsandchemicals,chemicalproducts,artificialfibers,rubberandplasticproductsarecommonlyexportedcommodities.ExportflowstoNorwayistransportedbysea(55%)orroad(44%).SeatransportationoriginatesfromGothenburg(96%)andLysekil(4%),carryingthecommodityliquidrefinedpetroleumproducts.TheScandinaviancountries,Norway,DenmarkandFinlandtogetherstandsfor45%oftheexportedvolumefromGothenburg,whereseatransportationstandsfor86%.AllgoodsflowsfromLysekilconsistofthecommodityliquidrefinedpetroleumproductsandaretransportedto Great Britain (29%), the Netherlands (13%), Spain (8%) and Ireland (7%). FromStenungsund,thecommoditychemicals,chemicalproducts,artificialfibers,rubberandplasticproducts(54%)aremajorityofthevolume,togetherwithliquidrefinedpetroleumproducts(41%).

Table4.17.Top10exportingmunicipalities

4.5.1Industries

Figure4.18belowpresentstheallocationbetweenthedifferentindustriesthatareexportingto foreign countries. Liquid refined petroleum products stand for all volume within thewholesalebusiness.GreatBritain, theNetherlands,NorwayandDenmarkaremainexportmarketsofthisvolume.Thebusinesstypeother,whichishardtodefine,export82%ofthe

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volumefromVästraGötaland.Värmlandislargestexporterinwoodandpaperindustrywith63%ofthevolume,Örebro23%andVästraGötaland14%.Thegoodsproducedareexportedwith larger volumes to China, Germany, Norway and Italy of the commodities paper,cardboard (65%), pulp (13%), roundwood (10%), sawed, planed wood products (9%) andchemicals,chemicalproducts,artificialfibers,rubberandplasticproducts(2%).

Figure4.18.Businesstypesexportinggoods

4.6VästraGötalandgoodsflows

Thetotalgoods flows inVästraGötalandcountyaccount for the largestshareof thedataanalysed. They are summarized all together to 95.8 million tonnes, divided betweendirections, as illustrated in the figure 4.19 below. The goods flows are evenly distributedbetweenconsumption (Inboundgoods flow)andproduction (outboundgoods flow), i.e.abalanceintheflowexists.

Figure4.19.ThetotalgoodsvolumeinVästraGötalanddividedperflows

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4.6.1Inboundgoodsflow

The inboundgoods flow, i.e. importanddomestic,areapproximately49.6million tonnes,almostonlytransportedbysea(52%)androad(41%).Industriesconsuminglargervolumesarewithin themining and quarrying (38%),manufacturing of consumer goods (20%) andconstruction(15%),wholesaleandretail(6%each).ThecountrieswherethelargestvolumesareimportedfromareRussia,NorwayandDenmark.

Figure4.20.DestinationsofinboundgoodsflowwithinVästraGötaland

Figure4.20presentsthedestinationsoftheinboundflowstoVästraGötaland.GothenburgandLysekilrepresentsthelargestreceivingmunicipalitieswith47%ofthetotalvolumeforthisdataselection.The top 15 receiving municipalities accounts for nearly 90% of the total inbound goodsvolume.Lookingfurtherwherethedomesticflowsoriginatesfrom,GothenburgisthemainproviderfollowedbySkövde,Lysekil,HalmstadandHelsingborg.Thesendingmunicipalitiesaretransportingover22milliontonnesasdomesticgoodsflow,wherelargevolumesoriginatesfromarerepresentingcountiessuchVästraGötaland(64%),Halland(7%),Skåne(5%),Jönköping(4%)andÖrebro(3.5%).Thedataincludes275differentorigins(withinSweden)ofgoodsflowtoVästraGötaland.ToVästraGötaland,largeflowsofthegoodstypessoils,stones,gravelandsand(33%),liquidrefinedpetroleumproducts(19%)androundwood(7%)canbefound.Thesegoodsaremainlytransportedasliquidorsolidbulkgoodsorinlargefreightcontainers.VästraGötalandcountyareimporting27.5milliontonnesintotal.Thetop10importmarketsare listed in the figure4.20,andstands for90%of the total import.The largest importedvolumes aremainly representing the commodities crude oil (65%) and liquid and refined

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petroleumproducts(26%).Exceptfromthesehighlyvolumeconsumingcommodities,meansof transport (equipment),chemicals, chemicalproducts, artificial fibers, rubberandplasticproductsandironandsteelarerepresented.Thesegoodsareoftentransportedaspalletizedgoodswhere consuming industries suchasmanufacturingofmetal goods,machineryandtransportanddrugandchemicalindustryareidentified.

4.6.1.1Industries

Thelargestvolumesofinboundflowsoriginatesfromtheminingandquarryingindustryandthemanufacturingofconsumergoodsindustry,seefigure4.21.Theimportflowaccountsfor95%ofthetotalvolumewithdestinationstoeithertheportinLysekil(52%)orinGothenburg(46%).Russia,Norway,DenmarkandNigeriaaremaincontributorswithasharearound83%.The goods originating from the construction industry are only from Sweden where roadtransportsareusedfor99%ofthevolumewheregoodstypesaresoils,stones,gravelandsand,otherbuildingmaterials(notmetalandwood),cement,limeandplasterandironandsteel.

Figure4.21.Distributionbetweenthebusinesstypeswhereinboundgoodsfloworiginatesfrom

4.6.1.2Goodstypesandcommodities

ThebiggestvolumesofgoodstransportedtoVästraGötalandiscrudeoilwhichistransportedas import flows with sea transport to the ports in Gothenburg and Lysekil as explainedpreviously.Goodsflowsofsolidandliquidfuels,incltar.(seefigure4.22)are70%importedand25%ofthevolumeshaveoriginsineitherGothenburgorLysekil,whichshouldaccountforlastmiledistributiontothefinaldestinationofthegoodsfromtheports.Regardingsoils,stonesandbuildingmaterials,99,5%isdomestictransportationwithoriginsinSweden,whereapproximately40%issentwithinGothenburg.Food,beveragesandtobaccois90%domesticflowsand10%importwithoriginsinawidespreadofcountries.Highvaluegoodshaveaneven share of import/domestic transportation where significant shares origins fromGothenburgandOlofström.Gothenburgisalsothedestinationfor62%ofthevolumesinthisgoodstype.Woodproductsandproductsofwoodandcorkincludes70%sawed,planedwood

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products with 98% of the origins in Sweden. The distribution of the top 10 receivedcommoditiescanbeseeninfigure4.23below,whichstandsfor84%oftheinboundgoodsflow.

Figure4.22.Distributionofinboundgoodstypes

Figure4.23.Top10commoditiesinboundgoodsflow

4.6.1.3Transportmodesandcarriertypes

Seatransportationaccountsfor54%ofthegoodsflowswithVästraGötalandasdestination,see figure4.24wherealmosteverything is imported liquidbulkgoods.. Thedomestic seatransportaremainlybetweentheportsofLysekilandGothenburg,andinsmallpartsfromPiteå,KarlshamnandStenungssund.

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Figure4.24.Weightdistributionofthetransportmodesused

Halfofthevolumethataretransportedonroadareflowsconsistingofthecommoditiessoils,stones, gravel and sand (24%), liquid refined petroleum products (7%), other buildingmaterials(notmetalandwood)(7%),roundwood(6%)andotherfoodsandtobaccoproducts(6%).Roadisclearlythedominanttransportmodeinthedomesticflowsandtheimportflowsaremainlytransportedbysea.Below,thecarriertypesusedforthetransportsarepresentedinfigure4.25.

Figure4.26.Carriertypescarryingtheinboundgoodsflow

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4.6.2Outboundgoodsflow

FromtheVästraGötalandcounty,almost26milliontonnesareproducedandtransportedasdomesticgoodsflow.Theexportflowsaresummarizedtoapproximately20milliontonneswhich together equals nearly to 46million tonnes as the outbound goods flow from thiscounty.Theexportflowsarecollectedinthesamewayastheimportdata,wheretheportsin Gothenburg (43%), Lysekil (26%) and Stenungsund (6%) are main contributors to thisvolume.Theindustriesproducingthelargestvolumesthataretransportedasdomesticgoodsflows are within construction industry (29%), wholesale (21%), wood and paper industry(17%)andretail(11%).

Figure4.27.OriginsofoutboundgoodsflowfromVästraGötaland

Themapvisualisationinfigure4.27provideanunderstandingofwherethegoodsoriginatesfromandwherethedestinationsof the largervolumesare located,a.AclusteredareaofbusinessesislocatedwithintheGothenburgareaandinthebeginningoftheriverGötaÄlv.The top 15 sending municipalities listed in the figure above stands for 85% of the totaloutbound goods flow, volume producing industries are found within the construction-,wholesale-andretailindustry.The top 20 receiving municipalities of the domestic goods volume with origin in VästraGötalandarelistedinthefigure4.27.Togethertheyaccountfornearly65%ofthevolume.Seatransportationaccountsfor50%ofthissharewithwhere48%representsexportflowsandtheremaining52%aretransportedasdomesticflow,containingliquidrefinedpetroleumproducts.Thiscommodityisdistributedto15of21countieswithinSweden,wherealmostallvolumeoriginatesfromLysekil(62%)andGothenburg(37%).Thetop10exportmarketsaccountsfornearly80%ofthetotalexportedvolume.Thelargevolumes(i.e.77%)areidentifiedasthecommodityliquidandrefinedpetroleumproductswith

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origins inespeciallyGothenburgandLysekil. Lookingbeyondat the remaining23%of thevolume,thegoodstypesaremoreevenlydistributed,withlargersharesofhigh-valuedgoods,chemicalproducts(notconsumergoods,e.g.pharmaceuticals),paperandpulp,metalsandmetalproductsexcludingmachineryandequipmentandsoils,stonesandbuildingmaterials.Theexportgoodshavedestinationsin106differentcountries.

4.6.2.1Industries

IntheVästraGötalandcounty,wholesalestandsforthelargestoftheoutboundgoodsvolume(44%), see figure4.28.This industry is transporting their largest volumes (i.e.94%)of thecommodity liquidrefinedpetroleumproducts,wherenearly75%areexportedtocountriessuchGreatBritain,Netherlands,Norway,DenmarkandFinland.TheoriginsofthiscommodityarefromtheportsinLysekilandGothenburg.

Figure4.28.Weightdistributionoftheexistingbusinesstype(i.e.producingindustries)

Theconstruction industry isonlyexportingnearly9%of theirvolume,withhighshares inNorwayandDenmark.Therestaredistributedasdomesticflows,where80%ofthevolumeoriginatesfromGothenburg(48%),Skövde(17%),followedbyUddevalla,MölndalandVarawithsmallershares.ThedestinationsofthedomesticflowsaredistributedtoallthecountieswithinSweden,witharound80%locatedinVästraGötaland.Thecommoditiessoils,stones,gravelandsand,otherbuildingmaterials(notmetalandwood)andcementlimeandplasteraccountsfor90%ofthedomesticvolume.Thesearealmostcompletelytransportedontheroadassolidbulkgoods,palletizedgoodsorwithalargefreightcontainer.Thevolumesforthewoodandpaperindustryarewithinthecommoditiesroundwood(81%),paper,cardboard(8%)andsawed,planedwoodproducts(5%).Only5%ofthevolumesareexported,mainlytoNorway,GermanyandDenmark.Inthedomesticflows,railaccountsfortransporting12%ofthevolumewithdestinationsinVarberg,GrumsandKarlshamn.Railare

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almostcompletelytransportingthecommodityroundwoodoncarriertypesolidbulkgoodswithoriginsinFalköpingandUddevalla.

4.6.2.2Goodstypeandcommodities

Almosthalfofthegoodsvolumeconcerningthegoodstypesolidandliquidfuelsincl.tarandparticularlythecommodityliquidrefinedpetroleumproducts.Besidethiscommodity,whichare highlighted earlier, soils, stones and building materials together with products fromagriculture,forestryandfishingarenotabletomentionduetotheirrelativelylargevolumes(seefigure4.29).

Figure4.29.Distributionoftheproducedgoodstypes

Thecommoditieswithinthegoodstypesoils,stonesandbuildingmaterialsareidentifiedasvolumeconsumingintheconstructionindustry,wherealmost80%ofthedestinationsinthedomesticgoods floware located inVästraGötaland.The transportmodeusedarealmostcompletely by road, mainly on the carrier type palletized. This goods type includes thecommoditiesthatcouldbeseeninfigure4.30,soils,stones,gravelandsandtogetherwithother buildingmaterials (notmetal andwood) and cement, lime and plaster. The top 10commoditiesaccountsfor85%oftheoutboundgoodsvolume.

Figure4.30.Top10commoditieswithlargestproducedvolume

Productsfromagriculture,forestryandfishingarerepresentingthecommoditiesroundwood,grain, unprocessedmilk and other forest rawmaterials than roundwood. Large volumes

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originatefromFalköping,Lidköping,UddevallaandVara,thentransportedbyroad(89%)orrail(8%)todestinationsinsuchVarberg,Lidköping,BoråsandGrums.Theindustrieslocatedin thesedestinationsaremostlywithin thewoodandpaper industry, inmanufacturingofconsumergoodsorinagriculture,forestryandshipping.

4.6.2.3Transportmodesandcarriertypes

The figure 4.31 below shows the distribution of the total volume between the transportmodesusedintheflows.Roadandseaareclearlythemainalternativefortransportinggoodsfromthiscounty,whereroadtransportsareusedwithintheconstruction-,woodandpaper-andretailindustrywhereasseaaremainlyfromthewholesaleindustry.

Figure4.31.Distributionofthetransportmodesinoutboundgoodsflow

Fordomesticgoodsflows,roadisthemaintransportmode.Thegoodsaretransportedonthecarrier types solid or liquid bulk goods or as palletized. Large volumes are produced inGothenburg, Lysekil, Skövde and Lidköpingwhere liquid refinedpetroleumproducts, soils,stones,gravelandsandtogetherwithroundwoodaccountforthelargestvolumes.Intheexportflow,seaisthedominanttransportmodeduetotheirabilitytotransportlargegoodsvolumesoftheliquidbulkgoodswithinthewholesaleindustryasmentionedearlier.Looking into the typical carrier typeused in thegoods flowsarepresented in figure4.32.Largervolumesarecarriedasliquidorsolidbulkgoods,whereliquidbulkgoodsaremorecommonasexportflowandsolidbulkgoodsaremajorityinthedomesticflow.Thegoodscarriedaspalletizedaremostlyrepresentedbyfood,beveragesandtobacco,soils,stonesandbuildingmaterialsandhigh-valuegoods.

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Figure4.32.Distributionofthecarriertypewithlargesttransportvolume

4.7Värmlandgoodsflows

Totalgoods flow in theregionofVärmlandaresummarizedtoapproximately17.9milliontonnes.Inthefigure4.33,thedomestictransportsaredominantinthisregionwherebothimportandexportvolumesarerelativelysmall.This isexplainedby theheavyvolumesofwoodandpaperindustrywhererawmaterialsaresourcedlocallyandtransportedwithtruckstotheproductionfacilities,oftenlocatedwithinthecounty.

Figure4.33.DistributionoftheinboundandoutboundgoodsflowsinVärmland

4.7.1Inboundgoodsflow

Totalinboundgoodsflowscontainsbothimportanddomestictransportsandareestimatedtoapproximately9.2milliontonnes.Thewoodandpaper industry(i.e.72%)arethemostvolumeconsumingbusiness typewhich is significant for theentire county,whereGrums,Hammarö,KarlstadandTorsbyareconsumingthemostofthisvolume.

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Figure4.34.MapvisualisationofthedestinationsofinboundgoodsflowsinVärmland

Notableisthatthetopthreereceivers,whichaccountsfor64%ofthevolume(i.e.Grums,KarlstadandHammarö)arelocatedinthesamearea,inthenorthwestcorneroflakeVänern,see figure 4.34. Common imported goods types to these destinations are products fromagriculture,forestryandfishingandpaperandpulpwithinthewoodandpaperindustry.Thetop20sendingmunicipalitiesaboveaccountsforapproximately5.2milliontonnes,whichareequivalentto71%ofthetotalinboundflowtoVärmlandcounty.Topsevenmunicipalitiesarethemaincontributorstotheinboundgoodsflow,andallarelocatedinthesamecounty.The data reveals that 60% of the volume origins from locations within Värmland, VästraGötalandandÖrebroaccountsforrespectively15%and5%each.Thereexist257differentlocations in Sweden where goods consumed in Värmland originates from, mainly fromVärmland(60%)andVästraGötaland(15%).Thetop10importmarketsaccountsforalmost97%ofthetotalvolume,equivalentto1,76milliontonnes.Theimportflowsoriginatesfrom38differentcountries.ThelargervolumesfromNorwayaretransportedbyeitherrailorroadastransportmode,withfinaldestinationstoGrums,ÅrjängandHammarö.The importedcommoditiesare roundwoodorchemicals,chemicalproducts,artificialfibers,rubberandplasticproducts.The imported goods flows from Great Britain are using intermodal transport with thecombinationroadandsea.Karlstadarethemaindestinationofthisflow,consistingofthecommoditypaper,cardboardwhicharetransportedaspalletizedgoods.

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4.7.1.1Industries

Värmland are synonymous with wood and paper industry where most of the volume isconcentrated(seefigure4.35),duetotheirgeographywithlargeareasofforestry.Thelargestvolumes are consumed in Grums, Hammarö, Karlstad and Torsby. The deforestation aremainlyperformedinthenorthpartofthecounty,inArvika,Hagfors,TorsbyandSunne.FromTorsby,ÅrjängandKilgoodsflowsfromtheAgriculture,forestryandfishingindustryaretransported.Thisindustryentirelyuseroadastransportmode,withthecarriertypesolidbulks goods consisting of the commodities roundwood and chemicals, chemical products,artificialfibers,rubberandplasticproducts.Commoditiessuchasliquidrefinedpetroleumproductsandotherfoodsandtobaccoproductsrepresentstheretailindustry.ThelargestshareofthevolumeswithinretailoriginatesfromVärmland(33%),VästraGötaland(25%)andStockholm(20%).ThegoodsaretransportedbyroadasliquidbulkgoodswithlargevolumesconsumedinKarlstadandKristinehamn.

Figure4.35.Distributionofthebusinesstypesofinboundgoodsflow

4.7.1.2Goodstypeandcommodities

Figure 4.36 presents the distribution between the different goods types consumed inVärmland.Largestsharesallocatedareproductsfromagriculture,forestryandfishing(67%)togetherwithwoodandproductsofwoodandcork(6%)andpaperandpulp(6%).Thetop10commodities stand for 91%, see figure 4.37. Commodities representing the goods typeagriculture,forestryandfishingareroundwood,otherforestrawmaterialsthanroundwoodandgrain,withdestinationsmainlyinGrums.Thecommoditieswoodchips,wood/sawwaste,e.g.chips,pelletsandsawed,planedwoodproductsareconsumedinKarlstadandGrums,androadistheonlytransportmodeforthesegoods, i.e.woodandproductsofwoodandcork.Nearly55%ofthegoodstypepaperandpulpisimportedvolumes,allocatedtopaper,cardboardandpulp.

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The commodity liquid refined petroleum products is mostly consumed in Karlstad andKristinehamn.ThedatarevealsthatKarlstad,togetherwithGothenburg,NackaandLysekilissupplyingthismarket,andthatthereexistaformofstorageofthiscommodityintheports.

Figure4.36.DistributionofthegoodstypestransportedtoVärmland

Figure4.37.Top10commoditiessenttoVärmland

4.7.1.3Transportmodesandcarriertypes

RoadtransportationisthedominantmodeoftransportwithinVärmland,seefigure4.38.Thisisduetothegeographyandtheexistinginfrastructurethataresuitableforespeciallyroadandrailtransport.Roadtransportareprovidinggoodsflowsespeciallyinthedomesticflows,from Värmland (61%) and Västra Götaland (14%) or in the importing flows,mainly fromNorway.Thetransportedgoodsconsistofroundwood,liquidrefinedpetroleumproductsandchemicals,chemicalproducts,artificialfibers,rubberandplasticproducts.Alargeshareofthevolumetransportedbyroadisperformedwithinthecounty.Thesegoodsaremainlyusingsolidbulkgoods,othercargotypesorpalletizedascarriertype.Railareused toa largeextent to transport roundwood toGrumsandKarlstad.ThegoodsvolumesaremainlyoriginatingfromHällefors,FalköpingandBorlängeinthedomesticflowandNorwayintheimportinggoodsflows.

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Sea transportation is represented by 90% of imported goods. From Latvia, imports flowsconsistofthecommodityroundwood.FromtheportsinVästraGötaland(i.e.GothenburgandLysekil),10%ofthetotalinboundvolumeofthecommodityliquidrefinedpetroleumproductsisshippedfromhere.Theremainingvolumeof90%istransportedbyroadtransportation,withliquidbulkgoodsascarriertype.

Figure4.38.Distributionofthetransportmodesused

Figure4.39.Distributionofthedifferentcarriertypes

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4.7.2Outboundgoodsflow

Thetotaloutbounddomesticgoods flowsaccounts foraround8.75million tonnes,whereKarlstadandGrumstogetherstandsforthelargestshares(30%).Thegoodsflowisdividedbetweenoutbounddomesticandexportwithrespectively6.1milliontonnesand2.65milliontonneseach.

Figure4.40.MapvisualisationofwheregoodsoriginatesfrominVärmland

The production of goods in this region are more evenly distributed between themunicipalities,seefigure4.40.Morethanhalfofthevolumeproducedareallocatedtothegoodstypeproductsfromagriculture,forestryandfishing(52%).LookingatthedestinationsofwherethedomesticgoodsflowfromVärmlandareconsumed,largevolumesarelocatedinVärmland(50%),Örebro(9%),VästraGötaland(8%)andDalarna(3%).Adetailedoverviewofthereceivingmunicipalitiesisvisualisedinthefigure4.40,wherethetop20destinationsaccountsfor59%ofthetotaloutboundvolume.Thetop10exportmarketsaccountsfor73%ofthetotalexportedgoodsflowfromtheregion.Paperandpulp togetherwithwoodandproducts fromwoodandcork correspondstothegoodstypesthatareinmajorityoftheexportflows(i.e.accountsfor80%).Thegoodsaretransportedinlargefreightcontainersoraspalletizedgoods,mainlyusedwiththetransportmodes roador roadand sea in combination. Swedish goods are exported todestinationswithin83countries.

4.7.2.1Industries

Despitefromthewoodandpaperindustry(61%),whicharesignificantforthiscounty,theremainingvolumesaredividedbetweenagriculture,forestryandfishing(6%),retail(4%)and

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manufacturingofmetalgoods,machineryandtransport(4%)andpublicandprivateservices(3%),seefigure4.41.Thedeforestationwithinthewoodandpaperindustryisperformedinallpartsofthecounty,butlargervolumesareidentifiedinthenorthernpartsofVärmland,inSunne,Torsby,Arvikaand Hagfors. Close to 15% of this volume are exported, mainly to China, the rest aretransported to Grums, Hammarö and Torsby where the largest production facilities arelocated.The industry defined as other only sends goods as export flows, more precisely thecommodities paper, cardboard and sawed, planed wood products. These goods aretransported by road or in combination with sea, with destinations in Norway, Italy andGermany.Thecommonlyusedcarriertypesarepalletizedorlargefreightcontainer.

Figure4.41.Theindustriesandtheirproducedvolume

4.7.2.2Goodstypesandcommodities

Duetothespecificcharacteristicsofthiscounty,thetopthreegoodstypesrelatingtothewoodandpaperindustrystandsforthelargestvolume(85%),seefigure4.42.Thesegoodstypesarenotassignedasexportflow,70%oftheconsumptionareinsteadperformedwithinSweden,whereover50%ofthevolumeremainsinVärmland.Notabletomention,nearly70%of the volume are both produced and consumed within Värmland. The goods flow areprovidedbyroadasmaintransportmode(80%),whereroundwoodstandsforapproximatelyhalfof thegoodsvolume.Other identified commoditiesare paper, cardboard and sawed,planedwoodproducts.Thetop10commoditiesproducedinVärmlandstandsfor91%ofthetotalgoodsflow,seefigure4.43.

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Figure4.42.Distributionofthegoodstypesproduced

Figure4.43.Top10commoditieswithlargestvolume

4.7.2.3Transportmodesandcarriertypes

Roadaretransportingthemajorityoftheoutboundgoodsvolume,usingmostlythecarriertypessolidbulkgoods(72%)andpalletized(11%),whichispresentedinthefigures4.44and4.45. The common destinations are within or in the surrounding counties, where 64%correspondstolocationswithinVärmland.InthemunicipalitiesTorsby,HagforsandArvikathelargestvolumesofthecommodityroundwoodareproduced.Theintermodaltransportwithroadandseaareonlyassignedtotheexportflow,includinggoodstypesfrompaperandpulpandwoodandproductsofwoodandcorkwithcommondestinationsinItaly,GreatBritainandRepublicofChina.ThelargestshareofthegoodsareoriginatingfromGrumsandArvikaandtransportedinlargefreightcontainersoraspalletized.

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Figure4.44.Distributionofthetransportmodewithlargestvolume

Figure4.45.Distributionofthecarriertypesloadingthegoodsvolume

4.8Örebrogoodsflows

The total goods volume in Örebro county stands for the smallest share of the selectedcountiesinthisreport,approximatelysummarizedto14.5milliontonnes.InÖrebro,mostofthevolumeareeithertransportedasdomesticinboundoroutboundflowsincomparisontotheforeigntradeflows,whichaccountsforsmallershares,thisisvisualisedinfigure4.46.

Figure4.46.Distributionofinboundandoutboundgoodsflows

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4.8.1Inboundgoodsflow

Theinboundgoodsflowconsistofboththeimportandinbounddomestictransportswithatotal volume to nearly 7.1 million tonnes. Similarities exist in the goods flow betweenVärmland,withspecificcharacteristicsidentifiedwithinthewoodandpaperindustry(51%)wherethetypicaltransportmodeisroadtransports(91%).

Figure4.47.MapvisualisationofthedestinationsofinboundgoodsflowinÖrebro

In Örebro county there exist fewer destinations due to the relatively smaller area incombination with less producing and consuming actors, i.e. 12 municipalities in total. AclusteredareawithlargeshareofthevolumeareidentifiedinÖrebro,Lindesberg,AskersundandKarlskogaasvisualisedinfigure4.47.Figure4.47illustratesthetop20municipalitiesofwheremostofthevolumestransportedtoÖrebrocountyoriginatesfrom.Theseoriginsaccountfor52%ofthetotalvolumeandaremainlylocatedinotherdomesticmunicipalitiesorwithinthecounty,whichareequivalenttotheremaininggoodsflowsaswell.TheimportedgoodsflowsaremainlyfromEuropeancountriesascanbeseeninthefigure4.47, which stands for 83% of the exported volume. From Germany, large volumes aretransportedwithroadandsea, i.e. intermodaltransport,withdestinations inthetopfourmunicipalitiesaspresentedinthefigure4.47.Thegoodsvolumeismainlyrepresentingthecommoditiesironandsteelandmeansoftransport(equipment).

4.8.1.1Businesstype

FortheinboundflowstoÖrebrocounty,theindustriessendingthegoodsarepresentedinfigure4.48below.Goodsflowsareoriginatingfromsurroundingcounties,withmajorityof

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the volume produced in Örebro or from the southern parts of Sweden, i.e. Gothenburg,HallandandSkåne.

Figure4.48.Businesstypesofinboundgoodsflow

Withinthemanufacturingofconsumergoods,theflowsaremostlyrepresentedbythegoodstypes,food,beveragesandtobaccoandhigh-valuegoods.ThelargestsharesareimportedfromGermanyandEstonia.Largestshareof thevolumewithin retail consistof thegoodstypesfood,beveragesandtobaccoandsolidandliquidfuelsincl.tar.NotabletomentionarethatthesegoodsflowsoriginatesfromlocationswithinSweden,whereVärmlandstandsforashareof18%.The wood and paper industry is supplying businesses located in Lindesberg, Askersund,KarlskogaandLaxå.Thetransportsarealmostonlyperformedbythemodesroad(95%)andwith rail (4%). The large volumes consumed are dedicated to the commodities such asroundwood,pulpandpaper,cardboard.

4.8.1.2Goodstypeandcommodities

Roadtransportationisprovidinggoodsflowsofproductsfromagriculture,forestryandfishingwithdestinationsalmostentirelyinLindesberg,transportedassolidbulkgoods.

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Figure4.49.Distributionofgoodstypesreceived

Looking into food, beverages and tobacco, consumed volumes are identified in Örebro,Kumla,HallsbergandKarlskoga.Thesedomesticgoodsflowincludesthecommoditiesotherfoods and tobacco products and dairy products, drinks and ice cream. Close to 4%of theinboundgoodsvolumeareassignedas import,with largesharesoriginating fromFinland,FranceandGermany.Thecommoditiesincludedintheimportflowswithlargestsharearewithinmeat,meatproducts,rawhidesandskinsandotherfoodsandtobaccoproducts.Thetop10commoditiesinfigure4.50accountsfor79%ofthetotalgoodsvolume.

Figure4.50.Top10commoditiesreceived(consumedvolume)

4.8.1.3Transportmodeandcarriertype

Asseeninfigure4.51,roadastransportmodestandsforthe largestshareofthevolume.Commoditiessuchroundwoodandsoils,stones,gravelandsandaretransportedassolidbulkgoods(seefigure4.52),withoriginscompletelyinSweden.Lookingfurtherintothegoodstransportedbyrail,thisflowconsistoflargevolumesrelatedtoindustriesoperatingwithinwoodandpaper(41%)andmanufacturingofconsumergoods(26%).TheindustriesarelocatedinÖrebro(42%)andLindesberg(41%),withlargestvolume

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allocated to origins in Varberg and as import goods flow (i.e. Germany, Norway and theNetherlands)

Figure4.51.Distributionofthetransportmodes

Figure4.52.Distributionofthedifferentcarriertypes

4.8.2Outboundgoodsflow

The totalproducedgoodsvolume inÖrebro countyareapproximately7.4million tonnes,where exported volume accounts for around 21%. The largest volumes are produced inÖrebro(19%)Lindesberg(18%)andAskersund(16%)andoperatinginindustrieswithinwoodandpaper(46%),wholesale(9%)andmanufacturingofconsumergoods(9%).

Figure4.53.Mapvisualisationoftheoriginswheregoodsareproduced

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Inthefigure4.53,avisualisationoverthe12differentlocationswheregoodsareproducedwithin the county. The production aremore evenly distributed in this countywith largervolumesofthecommoditiesroundwoodandotherorethanironore.ThegoodsthatareproducedinÖrebrocountyarefurthertransportedaseitherdomesticorexportgoodsflows.Thedomesticgoodsaretransportedto288differentlocationswithintheSwedishborders, the top20 receivingmunicipalities stands for72%of the totaldomesticvolume(56%oftotaloutboundflows).Thecommoditieswithlargevolumes,consumedbythetop20receivingmunicipalitiesareroundwood(54%),otherfoodsandtobaccoproducts(8%),otherorethanironore(6%)andpulp(5%).Thetop10exportmarketsstandsfor82%oftheexportedvolume,wheremostofthevolumeorigins from Lindesberg and Askersund. Exported goods have destinations in 53 differentcountries.FromLindesberg,thegoodstypespaperandpulpandoreandotherproductsfromextraction(notsoil,stone,gravelandsandandpeat),withmaindestinationsinPoland,DenmarkandGermany.InAskersund,miningandquarryingaremainindustrywhichexportstocountriessuchasGermany,FinlandandBelarus.

4.8.2.1Businesstype

In the figure 4.54, the distribution of the producing business type in Örebro county arevisualised.Closeto60%ofthevolumewithinthewoodandpaperindustryareproducedinLindesberg,HälleforsandLaxå.FromHälleforsandLindesberg, largevolumesofgoodsaretransportedbyrailtoGrumsandBorlänge(i.e.domesticflows).TheexportflowbyrailconsistofdestinationsmainlyinDenmarkandGermany.Laxåarecompletelytransportingdomesticgoods by road,where half of the volume are consumed in Laxå, Karlskoga, Gislaved andÄlvkarleby.Withintheretailbusiness,allthegoodsflowsaretransportedbyroadastransportmode.Thegoodstypeidentifiedwiththelargestsharesofthevolumearefood,beveragesandtobacco(40%) and high-value goods (34%). Örebro accounts for the largest produced volume,accompaniedwithKumlaandLjusnarsbergwithsmallershares.TherecipientsarelocatedinÖrebro,VästraGötalandandStockholmcounty.GoodswithinmanufacturingofconsumergoodsindustryoriginatesespeciallyfromÖrebroandAskersund,wherethedistributionofthevolumearespreadoutonseveralmunicipalities,withdestinationswithinÖstergötland,Örebro,VästraGötalandandStockholmcounty.

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Figure4.54.Distributionoftheproducingindustries

4.8.2.2Goodstypeandcommodities

Thetop10commoditiesstandsfor81%ofthetotalproducedvolumewithinthecounty,seefigure4.56.Thesecommoditiesrepresentthegoodstypesproductsfromagriculture,forestryandfishing,andsmallersharesofthevolumearedividedbetweenpaperandpulpandfood,beveragesandtobacco,whicharepresentedinfigure4.55

Figure4.55.Distributionoftheproducedgoodstypes

Lookingintothedomesticflows,alargeshareofthetransportedvolumesarewithinwoodandpaperindustry,whereroundwoodareproducedinlargestvolumes.Incomparisonwiththe export flow, which instead consist of large producing volumes divided between thecommoditiespaper, cardboard,otherore than ironore, ironandsteelanddairyproducts,drinksandicecream.

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Figure4.56.Top10commoditiesproducedwithlargestvolume

4.8.2.3Transportmodeandcarriertype

The dominant transport mode in the outbound flows are road, with 92% of the volumetransportedasdomesticflows,whichcouldbeseeninfigure4.57.Themunicipalitieswiththelargest transportedvolumes in thedomestic flowsareÖrebro,AskersundandLindesberg.These goods flow are transported as solid bulk goods and palletized goods, with largestrecipients in the counties Örebro (42%), Västra Götaland (14%), Östergötland (7%) andVästmanland(6%).Thelargeshareoftheexportflowsaretransportedaspalletizedorothercargotypes.Themajorityof thepalletizedgoods typesare paperandpulp andmetalsandmetalproductsexcludingmachineryandequipment. Looking into thecommodities forothergoods types,ironandsteelandpulpareidentifiedasthecommoditiesaccountingforthelargestvolume.Rail transportsareprovidinggoods flowsbetweenHälleforsandLindesbergtoGrumsandBorlänge.FromLindesberg,paperandcardboardareexportinglargevolumestoDenmark,Germany,ItalyandtheNetherlands,totalexportedvolumestandsfor27%ofthevolumewithrail as transport mode. In the figure 4.58, the distribution of total volume between thedifferentcarrier types, solidbulkgoodsare transporting largevolumesof roundwoodandpalletized goods are evenly distributed betweenother food and tobacco products, paper,cardboardandsawed,planedwoodproducts.Boththesecommoditiescurrentlyusingroadastransportmode.

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Figure4.57.Distributionofthetransportmodesshareofthevolume

Figure4.58.Distributionofthecarriertypestransportinggoods

4.9Countysummaries

Thefollowingsectionswillpresentsummariesfortherespectivecounties.Here,datafromthe counties is compiledwith the intend tohighlight themost significant factors that aresynonymousforrespectivecountyarementioned.Thisinorderforthereadertograspthemostimportantcontentofthelargeamountofdatapresented.

4.9.1VästraGötalandcounty

VästraGötaland isthebiggestcontributortovolumes inthisstudy,bothfor inbound-andoutboundflows.ItisthebiggestcountybysizewithGothenburgcityasthesecondbiggestcityinSweden,meaningthatmanyindustriesandcompaniesarelocatedhere.TheproximitytooneofScandinavia'slargestportsisoneofthereasonsforthisbeingastrategiclocationforindustriestohaveproductionfacilitiesin.AlargeshareoftheimportflowsareshippedtoGothenburgandLysekilbecauseoftheportslocatedhere.Thesameappliesforoutboundflowswherethelargestsharesaresentfromhere.Asthegoodsflowmappingshow,significantsharesofthevolumecanbeidentifiedfortheminingandquarrying-,manufacturingof consumergoods-,woodandpaper-,and theconstructionindustrywhichrelatestothecommoditiestransportedtothisarea.“Crudeoil”,“liquid refined petroleum products”, “soils, stones gravel and sand” and “roundwood”accountforlargesharesinthesamewayastheindustries.

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Lookingatthetransportmodescarryingthegoods,amajorityistransportedbyseawhichareshipped from the ports. Road transportation also accounts for a large share, where theinterviewedgoodsownershaveexplainedthatgoodsaretransportedbyroadtoterminalsand warehouses for value-adding activities, stuffing of containers and transhipment forfurthertransportation.Railtransportationisalsousedinthesamewaybutformuchsmallervolumes.Gothenburgisalsoidentifiedasthebiggestcontributorforthedomesticflowswhichimplies that it constitutes a nodewhere these terminals andwarehousesmost often arelocated.

4.9.2Värmlandcounty

Värmlandissynonymouswiththewoodandpaperindustrywhereallofthetopcontributorsinthedifferentfactorsarerelatedtothisindustry.Significantsharesofdestinationscanbefound in municipalities where companies have their production facilities. Looking at thecommoditiestransported,roundwoodclearlyconstitutesthelargestshare.Thisbecauseofthedeforestationtakingplacewithinthecountywherecompaniessourcetherawmaterials,inthiscaseroundwood,locally.Theroundwoodthatoriginatesfromthecountyistransportedbyroadduetotheavailableinfrastructurewherethereisnootherviableoption.Both Karlstad and Kristinehamn have ports connecting to lake Vänern where goods aretransported.The interviewedgoodsownersexplained that thegoods transportedon lakeVänernaresolelyexportflowswithdestinationssuchasGreatBritain,whichalsoisconfirmedbytheshippingcompany.ReasonsfornotusingIWTfordomestictransportationaremostlyansweredbytherespondentswitheconomicalandsuitabilityreasons.Roadtransportsarefavourableinseveraldimensions,hencethelargeshareofroadtransportationidentified.

4.9.3Örebrocounty

Örebroactasthesmallestcounty investigated inthisreport,bothbyvolumeandsize(12municipalities).Thereexistsabalancewithinthedomesticflowstoandfromthecounty,butlookingattheforeigntrade,importflowsaresignificantlowerthantheexportedvolumefromthiscounty.ThedestinationsoftheinboundvolumestretchfromLaxåinsouthtoHälleforsinnorth(101km),which implies that the actors/industries are located in and around urban populatedmunicipalities within a relatively small area in the county. Outbound goods flows alsorepresentwoodandpaperindustry,wheretheoriginsismainlylocatedinÖrebro,LindesbergandAskersund.Thetypicalcommodity,transportedasdomesticgoodsisroundwood,exceptfromthis,thevolumeisdistributedevenlywithgoodstypessuchasotherfoodsandtobaccoproducts,pulpand liquid refined petroleum products to mention some of them. The railway system

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connectinggoodsflowsfromthedeforestationinHälleforsandLindesberg,todestinationstoGrumsandBorlänge.Otherwise,onlyroadtransportationisutilizedinalltheremaininggoodsflows.Theexportflowsconsistofthecommodities,paper,cardboard,otherorethanironore,ironandsteelanddairyproducts,drinksandicecream.

4.10GoodsflowmappingforIWTsuitablegoods

Thissectionintendstodescribethespecificcharacteristicsinthegoodsflowsgeneratedfromeachoftheselectedcounties,withrespecttoIWTfeasibility.Byidentifyingandthoroughlyanalyse these goods flows, the potentials could be summarized in order to present theinboundandoutboundflowsbetweenthethreecounties.Thefindingsinthissectionwillbeusedtoanswerthefirstresearchquestion.

4.10.1Translationofgoodsvolumesintonumberofshipments

Inordertopresentthepotentialofthisgoodsflows,itneedstobetranslatedintonumberoftransports.Bylookingateachofthesixflows,anaverageroadtransportationweightcouldbe determined. The data reveals that the average weight per shipment for roadtransportationwiththisdataselectionisapproximately30tonnes.Thisalsocorrespondstothe approximation made for a presentation regarding “Citylogistik med pråm” made forVänertinget 2019, where 300.000 tonnes yearly would replace 10.000 road transports –equivalentto30tonnespershipment.ThisisusedasabenchmarktoquantifythepotentialforIWT.

4.10.2IWTsuitablegoods

BymatchingthestatisticsofthedistributionbetweencommoditieshandledintheportsofVänernandthemaintypeofgoodstransportedonIWTpresentedbyEurostat(2018)withthe commodity codes included in the secondary data, 26 different commodities wereidentified.ThisselectionofcommoditiesisthenfurtherexaminedtounderstandhowgoodswithfittingcharacteristicsforIWTistransportedintheareaaroundthefocusarea.Thisisintendedtoprovideinsightandanswerstoresearchquestion1fromanIWTperspective.Thefollowingcommoditieswereidentified,seetable4.1.Thisdataselectionprovides75%ofthe totalgoodsvolume,wheredistribution is53%domestic flowsand47% import/exportflows.Thesearefurtherexaminedfortherespectivecountiesindifferentdirectionsinordertobetterunderstandtheflows.

IdentifiedcommoditiesforIWT

● Glassandglassware,porcelainandceramicproducts ● Grain

● Processedrubberandplasticproducts

● Solidrefinedpetroleumproducts ● Roundwood● Otherforestraw

materialsthanroundwood

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● Liquidrefinedpetroleumproducts ● Crudeoil● Solidrefinedpetroleum

products

● Soils,stones,gravelandsand ● Peat● Meat,meatproducts,raw

hidesandskins● Chemicalandmineral(natural)fertilizers

andsalt ● Potato ● Otherwoodproducts

● Sawed,planedwoodproducts ● Ironore● Coalproducts,e.g.coke,

cokebriquettes

● Chemicalsandchemicalproducts

● Otherorethanironore

● Woodchips,wood/sawwaste,e.gchips,pellets

● Non-ferrousmetalsandtheirproducts ● Ironandsteel● Dairyproducts,drinks

andicecream

● Preparedsustainability-treatedfishandpreparedfisheryproducts ● Otherfoodsandtobaccoproducts

Table4.1.IdentifiedcommoditiessuitableforIWT

4.10.3Inbound-andoutboundflowstothecounties

Tocomparetheflowsof thesecommoditieswithorigins inthecounties,VästraGötaland,VärmlandandÖrebroaresetassenders inthedataselection.ThisprovidestheallocationVästra Götaland (66%), Värmland (18%) and Örebro (16%) with a total volume ofapproximately31milliontonnes.This represents thetotaloutboundflowsof theselectedcommoditiesfromthecountieswithdestinationsinallofSweden.Whenthecountiesinsteadare setas receivers, flowswithdestinations in the countiesare summarized to28milliontonnes where the allocation then becomes Västra Götaland (57%), Värmland (23%) andÖrebro (20%). This represents the total inbound flows of the selected commodities withoriginsinallofSweden.

4.10.4Flowsbetweenthecounties

Bylookingathowthesecommoditiesaretransportedbetweenthecounties,seefigure4.59,thefollowingisidentified.DisregardingtheflowstootherSwedishcountiesandonlylookingattheflowsbetweenthethreecountiesprovidesatotalvolumeofapproximately20.5milliontonnes.Thisdataselectionshowsthat87%oftheshipmentswithoriginsinVästraGötalandhave destinationswithin the county, 7% are shipped to Värmland, and 6% to Örebro. InVärmland,84%stayswithinthecounty,10%havedestinationsinÖrebroand6%inVästraGötaland.Örebrosends63%ofthevolumewithinthecounty,23%toVästraGötalandand14%toVärmland.Thetonnageispresentedinfigure4.59.Therespectivesharesarefurtherexamined inthefollowingsections.AsdomestictransportationwithinthecountiesmeansthattheroutenevercrossestheIWTarea,thesevolumesarenotinvestigatedasapotentialforan increasedusageof IWT.Aprerequisiteforpotentialtobe identified, isthatcurrentgoodsflowsmusthavearoutecrossing,ortravellingalongthewaterways.

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Figure4.59.Visualisationofthegoodsflowsbetweenthecounties

4.10.4.1VästraGötaland→Värmland(904.000tonnes)

This goods flow represents approximately 30.100 shipments carried out by roadtransportationyearly.80shipmentscarriedbyofrailtransportationisalsoidentifiedhere.70%oftheflowconsistsofroundwood,carriedby20.800shipmentswhereallofthe80railtransportsidentifiedistransportedfromFalköpingtoGrums.Theroadtransportsoriginatefromthewestsideofthelake,stretchingfromMunkedaltoBengtsfors,supplyingmainlyGrums,Karlstad,ÅrjängandSäffle.Lookingbeyondtheroundwood,intotheremaining30%,liquidrefinedpetroleumproductsrepresentthelargestshare(103.000tonnes).ThisfloworiginatesfromGothenburgandUddevallaandconsistof3.400roadshipments,with75%ofthedestinationslocatedinKarlstad,KristinehamnandGrums.Arvikaisalsoidentifiedasacommondestination(8%).Otherfoodsandtobaccoproducts(64.000tonnes)istransportedfromKungälv,GothenburgandPartillewith2.100roadshipments,wherehalfofthevolumeistransportedtoKarlstadandKristinehamn.Thesethreecommoditiesrepresent87%oftheflowwhereastheremaining13%arespreadoutintosmallersharesofdifferentcommodities.

4.10.4.2VästraGötaland→Örebro(721.000tonnes)

Thisgoodsflowrepresentsapproximately24.000shipmentscarriedoutbyroadtransportationyearly.Norailtransportationisidentified.Again,roundwoodclearly

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representsthelargestvolumes(73%)buttheoriginsareinsteadfoundontheeastsideofthelake.Thesecondandthirdlargestvolumesofcommoditiesareotherfoodsandtobaccoproducts(38.500tonnes),transportedfromGöteneandGothenburgtomainlyÖrebroandsmallersharestoHallsberg,andprocessedrubberandplasticproducts(37.600tonnes)whereflowsfromTranemotoHallsbergandÖrebroalsoareidentified.

4.10.4.3Värmland→VästraGötaland(364.000tonnes)

Thisgoodsflowrepresentsapproximately11.100shipmentscarriedoutbyroadtransportationyearly.Additionally,railtransportationrepresents30.000tonnes.Roundwoodrepresent42%whereseveralflowscanbeidentifiedbetweenseveraloriginsanddestinations.Theremaining58%consistof73.000tonnessawed,planedwoodproducts–approximately2.400roadshipments.ÅmålreceiveshalfofthisvolumewherethedistanceisveryshortandnotfeasibleforIWT.BetweenKarlstadandGothenburgflowsofthiscommodityisalsoidentified(13.500tonnes),representing450roadshipments.Thethirdlargestvolumeconsistofgrain(23.500tonnes),equivalentto785roadshipments.TheseflowsoriginatefromSäffle,KarlstadandKristinehamnwithdestinationsmainlyinLidköping,Götene,UddevallaandTrollhättan.Groupingthecommoditieschemicalsandchemicalproducts,otherfoodsandtobaccoproductsandironandsteel(49.000tonnes)where96%originatesfromArvika,Kristinehamn,KarlstadandTorsbyandistransportedtodestinationswithproximitytoports,e.g.Gullspång,LidköpingandGothenburg.

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4.10.4.4Värmland→Örebro(531.000tonnes)

ThisflowhasnodirectpotentialforamodalshifttoIWT,sincetheroutesdoesnotcrossortravelacrossthewaterways.However,itprovidesinformationconnectedthefirstresearchquestionsandthereforeisaccountedfor.Thisgoodsflowrepresentsapproximately17.700shipmentscarriedoutbyroadtransportationyearly.Norailtransportationisidentified.

Roundwoodrepresents60%ofthis,320.000tonnesand10.600shipments.21%representsliquidrefinedpetroleumproductstransportedfromKarlstad.Further,thefollowingcommoditiesareidentified;29.500tonnesofpulp(6%),19.000tonnesofsawed,planedwoodproducts(4%)and14.500tonnesofdairyproducts,drinksandicecream(3%)transportedfromVärmlandcountytoÖrebrocounty.

4.10.4.5Örebro→VästraGötaland(628.000tonnes)

This goods flow represents approximately 20.900 shipments carried out by roadtransportationyearly.Norailtransportationisidentified.Theshareofroundwoodisclearlysmallerforthisflow,only9%.Instead,otherorethanironorerepresentsthelargestvolumes,251.000tonnestransportedfromAskersundtoGullspång,equivalentto8.400shipments.Thesecond largest volumes are foundwithin sawed, planedwood products (100.000 tonnes)where80%ofthevolumeistransportedfromKarlskogatoGothenburg.81%ofthevolumesentfromÖrebroisconsumedinthefollowingmunicipalities,Gullspång(49%),Gothenburg(19%), Skövde (7%), Tranemo (3%) and Götene (3%). 86% if the flow originates fromAskersund(53%),Karlskoga(16%),Laxå(9%)andÖrebro(8%).

4.10.4.6Örebro→Värmland(409.000tonnes)

Just as for the opposite direction, i.e. VärmlandàÖrebro, this goods flowhas nodirectpotentialforamodalshifttoIWT.Thefollowingcanbepresentedshortly.Thisgoodsflowrepresentsapproximately4.800shipmentscarriedoutbyroadtransportationyearlyandrailtransportationisidentifiedtransporting265.500tonnes.82%representsroundwoodtransportedmainlytoGrumsandKarlstad,equivalentto300.000tonnes. Ironandsteel,peat,otherfoodsandtobaccoproductsandwoodchips,wood/sawwastetogetherrepresent13%.

4.10.5Goodsflowssummary

Thissectionwillsummarizethegoodsflowsbetweenthecounties.Thevisualisationinfigure4.60,intendstoprovideassistanceforthereadertoeasycomprehendthespecificflowsthataregeneratedwithinthesecounties.Inthetable4.2,theflowsaresummarized,basedonthedataselectionpresentedintheprevioussection.Thedatashowninthetableincludesthespecific flow, the distribution between commodities, transportmode and lastly the totalidentifiedvolumesuitableforIWT.

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Figure4.60.Existinggoodsflowbetweenthecounties(explainedbelow)

Lookingatthetable4.2andcomparingthetransportmodes,roadtransportationstandsforaround90%ofthetotalvolumeinallcounties,whilstrailisonlyusedinflow(1),(3)and(6)insmallshares.Largevolumesofgoodsflowscarryingroundwood,whichexistinmostflows,especiallywithoriginsinVästraGötaland(flow1&2).Thishighvolumecreatesimbalancesintheflows,whichismostlythecaseofflow(1)and(3).Intheremainingflows,thevolumesaremoreeven.Theflowsbetween(4)and(6)areconnectedbyrailwaysystem,asseeninflow(6),butwhereonlyroadtransportationisusedinflow(4).

Flow Totaltonnage

#ofroadshipments Commodities Topsenders(≅80%)

Topreceivers(≅80%)

1.VästraGötaland->Värmland 904000 30100

Roundwood(70%)Liquidrefinedpetroleumproducts(11%)Otherfoodsandtobaccoproducts(7%)

Bengtsfors,Gothenburg,Falköping,Åmål,Kungälv,Dals-Ed,Färgelanda,Munkedal,Mellerud,Tanum,Stenungsund,Ale,Uddevalla

Grums,Karlstad,Årjäng,Säffle

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2.VästraGötaland->Örebro 721000 24000

Roundwood(73%) Otherfoodsandtobaccoproducts(5%)Processedrubberandplasticproducts(5%)

Tranemo,Gullspång,Karlsborg,Töreboda,Götene,Ulricehamn,Mariestad,Skövde,Falköping,Tidaholm,Lidköping,Vara,Herrljunga,Skara,Hjo

Askersund,Karlskoga,Hallsberg,Örebro

3.Värmland->VästraGötaland 364000 11100

Roundwood(42%) Sawed,planedwoodproducts(24%) Grain(6%)chemicalsandchemicalproducts,otherfoodsandtobaccoproducts&ironandsteel(13%)

Årjäng,Karlstad,Säffle,Sunne,Torsby,Kristinehamn,

Bengtsfors,Gothenburg,Gullspång,Åmål,Borås,Lidköping

4.Värmland->Örebro 531000 17700

Roundwood(60%) Liquidrefinedpetroleumproducts(21%) Pulp(6%) Sawed,planedwoodproducts(4%) Dairyproducts,drinksandicecream(3%)

Karlstad,Filipstad,Storfors,Kristinehamn

Karlskoga,Hällefors,Laxå,Örebro

5.Örebro->VästraGötaland 628000 20900

Otherorethanironore(40%) Sawed,planedwoodproducts(16%) Roundwood(9%)

Askersund,Karlskoga,Laxå,Örebro

Gullspång,Gothenburg,Skövde,Tranemo

6.Örebro->Värmland 409000 4800

Roundwood(82%) Ironandsteel,peat,otherfoodsandtobaccoproducts&woodchips,wood/sawwaste(13%)

Hällefors,Örebro,Karlskoga

Grums,Karlstad,Kristinehamn

Table4.2.Tablesummarizingthegoodsflowsbetweenthecounties

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4.11Thetotaltransportnetwork

ThecomparativeanalysisoftheexistingflowsidentifiedassuitableforIWT,isbaseduponthethree-layermodel(Wandeletal.1992).Theintentionofthismodelistoprovideadetaileddescriptionofthegoodsflows,inordertofullycomprehendthecomplexitywithintheflows.Jonsson&Mattson(2011)describestheimportanceofidentifyinghowthetransportsystemisutilizedandfindsynergieswhichdeterminestheperformanceofthecurrentsystem.

4.11.1Infrastructure

Lookingonhowtheinfrastructureiscurrentlyutilizedwillassistthedescriptionofthecurrentnodeswithgoodsflows.Lumsden(2006)advocatesthatbyidentifyingthenodesofgoodsflows,thewholesystemcouldbemappedinordertoidentifyimportantlocations(e.g.ports,railwaysandroads)thatenablesdifferenttransportmodestoconnectthewholesystem.Inthe figure 4.60 below, the connections within the railway system and the ports (i.e.Gothenburg,Lysekil&Vänerhamn)arevisualized.Theroadtransportsystemisnotvisualizedasthespatialcoverageisextensiveandthevisualizationintendstohighlighttheinfrastructureofrail-andIWTtransportationtopromoteintermodaltransports.

Figure4.60.Mapvisualisationofhowtheinfrastructureisconnected

InVärmland,thephysiographyissynonymouswithlargeareasofforestandsparselylocatedmunicipalities.Therailwaysystemoffersconnectivitytoothercounties,whichalsoisthecasewithinthecounty.Theconnectivityprovides intermodaltransportswiththeportsandtheroadnetwork,whichindicatesthatthereexistalternativesforroadtransportation.

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LookingatthedesignoftheroadinfrastructureinVästraGötaland,whichisthelargestareainthedataselectionwithseverallocationsofproducingandconsumingactors.Thisexplainswhyroadtransportationrepresentslargevolumesinthiscountyduetotheaccessibilitytocomplementothermodes.Lookingattherailwaysystem,thereexistseveralconnectionswithrailfromGothenburg,withVästrastambananandNorge/VänerbananlinkingtogetherthreeVänerhamnports.Örebroconstitutethecountywiththesmallestarea,withsimilaritiestoVärmland,almostallvolume is concentrated to fewermunicipalities in comparison to Västra Götaland wherevolume is concentrated around Gothenburg. The railway system connects to VänerhamnportsinVärmland,andlinkstogetherthelargestmunicipalitieswithinthecounty.

4.11.2Transportflow

Thetransportflowisdeterminedbaseduponwhatisofferedbytheinfrastructure,i.e.theprovidedcapacityandtheirconnectingnodes.Aspresentedinthegoodsflowmapping,roadtransportationiscommonlyusedinallcounties,especiallyinVästraGötalandandVärmland.The wood and paper industry is synonymous with Värmland, with deforestation ofroundwood performed in the northern parts (e.g. Torsby, Arvika, Hagfors & Sunne) andconsumedinthesouthernparts(Grums,Karlstad&Hammarö).Therailwaysystemisinthiscaseunderutilizedbecauseof thedominanceof road transportation, although thereexistconnectionsbetweensendingandreceivingmunicipalities.Seatransportationenableslargevolumestobetransportedoverlongdistances,whichistheactuality in Västra Götaland. The large imported volumes of crude oil and liquid refinedpetroleumproductsarereceivedintheportsofGothenburgandLysekil,wheretheexistinginfrastructurefacilitatesintermodalshiftstoroadorrailinordertosupplytheinlandmarkets.The supply to Värmland use sea transportation for 15% of this volume, whilst roadtransportationstillstandsfortheremainingvolume.InÖrebro,thelargevolumesmovedbyrailtransportstoVärmlandshowsthatthereexistconnectionsfortranshipmentintheportofKristinehamn.However,roadtransportationstandsforallgoodsflowstoVästraGötaland.

4.11.3Goodsflow

Thispartidentifiessignificantvolumesandtherelatedcommoditythatexistinthedifferentcounties.Byevaluatingthecommoncommoditiesthatcreatesthedemandfortransports,thetypeoftransportmodemostsuitablewithinthetransportmarketcouldthenbeeasilydecidedtocopewiththespecificcontext.Theidentifiedgoodsflowsinthecaseisconsideredto be compatible for container flows, with existing connections linking the infrastructuretogether to enhance the usage of IWT which proves the potential. This highlights the

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importanceofthegeographicallocationwhichlimitsthealternativesoftransportmodes,andwhereoftenroadtransportationisthesolution.

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5.Casestudy-Container

ThiscaseisconstructedinordertohighlightthegoodsflowbetweentheportofGothenburgtotheport inKristinehamn.Thefindingsprovidedwillthenbeanalysedbycomparingthetheoretical-andempiricalfindingstobeabletoanswerresearchquestion2.

5.1Background

In2014,whentheSwedishgovernmentfirstimplementedtheNAIADESIIpackageforinlandwaterwaytransport,theideaofinitiatingacontainerfeederbetweenPortofGothenburgandKristinehamnemerged.InthereportdonebySeadvise,threereasonsinfavourforthisarementioned.Firstly, thepassage isby far the longest inlandwaterwaytheexist inSweden.Secondly,bothinboundandoutboundflowsexisttosupportacontainershuttle.Lastly,theportofGothenburg isScandinavia’s largestcontainerterminalwithconnectionstoforeigntrade.Kristinehamnisastrategiclocationwithgoodpossibilitiesforacontainerterminalanddepotinordertohandlethetranshipmentseffectively.ThemainobjectivewiththisstudyistoidentifypotentialforanincreasedusageofIWTinSweden.AsanIWTvesselwithVänermaxissuperiortothealternativetransportmodesintransportinglargevolumes,e.g.oneshipcorrespondstoaround130unitsofroadtransportsor100cargounitsofrailtransports,theunderutilizedcapacityinthefairwayspointsatabigpotential for IWT. Thiscase iscreated inorder to investigate thepotential forcontainerstransportedwithIWT.Byanalysingthesecondarydataandprovidemappingsofcommoditiesjudgedaspotentiallysuitableforcontainertransportation,thepotentialisevaluated.5.1.1TranslationofgoodsvolumesintonumberofshipmentsIn order to present the potential of this goods flows, the presentedweights need to betranslated into number of road transports and additionally in this case, the number ofcontainers. However, due to the different characteristics and the available informationregardingthecommoditiesthiscouldnotbedistinguishedintheavailabletimeframeoftheproject. Instead, theweights will be translated into number of road shipments as in theprevioussectionstopointatthepotentialreductionofroadtransportationIWTcouldbringwith30tonnesasanaverageweightperroadtransport.

5.2Identifyingsuitablegoodsflow

In order to find the goods suitable for container transportation on inland waterways inSweden,thesecondarydataisused.Asthecarriertypeforthetransportsisincluded,thedataselectionbaseduponwhatcommoditiesthataretransportedincontainershasbeenmade.Thereasoningisthatsincetherearecontainerflowscontainingtheseidentifiedcommodities,thegoodscharacteristicsarethencompatiblewithacontainerisation.Thetonnagepresentedinthefigurerepresentallthevolumetransportedincontainersaccordingtothedata.Thisindicateshowcommonitisforacommoditytobetransportedincontainers.Thenumbers

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presentedinthefollowinggoodsflowmappingsrepresentthetotalvolumesoftheselectedcommodities,i.e.carriedbyothercarriertypesthancontainers.Step1andthefollowingstep2 together provides a framework for what is investigated in the case. Below, table 5.1presentstheidentifiedcommoditiesthatfurtherdownwillbeevaluated.

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Commodity Tonnage Commodity Tonnage

Paper,cardboard 1,633,288 Gaseous(asliquidorcompressed)petroleumproducts

14,722

Ironandsteel 928,446 Grain 12,293

Soils,stones,gravelandsand 694,717 Preparesustainability-treatedfishandpreparedfisheryproducts

8,587

Otherbuildingmaterials(notmetalandwood) 355,773 Meat,meatproducts,rawhidesandskins 6,854

Sawed,planedwoodproducts 273,632 Textiles,clothing,furproducts,leatherandleathergoods

6,271

Pulp 132,315 Chemicalandmineral(natural)fertilizersandsalt

4,881

Glassandglassware,porcelainandceramicproducts 123,619 Otherwoodproducts,e.g.woodenbuildingelements

3,906

Cement,limeandplaster 111,416 Grindingproducts,preparedanimalfeed,starch 3,688

Woodchips,wood/sawwaste,e.g.chips,pellets 109,448 Otherrawmaterialsofplantoranimalorigin 2,806

Othermachinesandapparatus;officemachines,machinepartsetc.

94,327 Coalproducts,e.g.coke,cokebriquettes 2,279

Dairyproducts,drinksandicecream 76,339 Preparedandpreservedfruits,berriesandkitchenplants

1,604

Otherfoodsandtobaccoproducts 66,421 Peat 1,286

Processedrubberandplasticproducts 57,516 Pharmaceuticalsandfinishedgoodsfromthechemicalindustry

968

Chemicals,chemicalproducts,artificialfibers,rubberandplasticproducts

52,866 Boilers,hardware,weaponsandothermetalproducts(notmachine)

894

Freshfish,freshfishproducts 46,137 Meansoftransport(equipment) 128

Furnitureandothermanufacturedgoods 35,464 Animalandvegetableoilsandfats 16

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Buildingmetalproductsandpipes,pipelines,hollowprofilesandaccessories

29,478 Coalandlignite 1

Non-ferrousmetalsandtheirproducts 28,209 Total 4933371

Table5.1.Commoditiescurrentlytransportedbycontainer

5.3Identifyingcatchmentarea

Inordertodelimitthegeographicalareaforthecase,aselectionofmunicipalitieshasbeenmade, these are listed in table 5.2. The so-called catchment area intends to include themunicipalitieswithproximitytotheportofGothenburg.ThesameappliesfortheareaaroundKristinehamnwherealargerdistancehasbeenincluded.Thisbecauseintermodaltransportsarerequiredtoprovideenoughvolumesinorderforacontainerfeedertowork.Theselectionismadebaseduponthe informationprovidedfromVänerhamnregardingtheircatchmentareatoincluderealisticflows.Withtheframeworkpresentedanddelimitationsinthedataselectionmade,thevisualisationscanbemade.Thefollowingsectionpresentsthefindingsforthecasestudy.

VästraGötalandtoportofGothenburg

VärmlandtoportofKristinehamn

ÖrebrotoportofKristinehamn

Gothenburg(0) Kristinehamn(0) Munkfors(67) Degerfors(20) Lindesberg(71)

Mölndal(6) Storfors(26) Säffle(70) Karlskoga(24) Ljusnarsberg(79)

Partille(15) Karlstad(35) Sunne(80) Lekeberg(46) Ludvika(111)

Ale(21) Hammarö(38) Hagfors(83) Laxå(46) Smedjebacken(118)

Härryda(23) Forshaga(43) Torsby(111) Nora(58) Vansbro(134)

Kungälv(24) Filipstad(45) Årjäng(112) Hällefors(58) Avesta(148)

Kil(50) Arvika(115) Kumla(62) Säter(148)

Grums(57) Eda(121) Hallsberg(63) Borlänge(150)

Örebro(63) Hedemora(151)

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Askersund(66) Gagnef(153)

Table5.2.Municipalitiesandcountiesincludedinthecatchmentarea

5.4Containergoodsflowmapping

Inordertoanalysethegoodsflows,thedataofdomesticflowsbetweentheGothenburgareaandKristinehamnareaaredividedbetweenthetwonodesinbothdirections.Thisinordertobeabletodistinguishdifferentcharacteristicsofthedifferentflows.

5.5DomesticflowsfromGothenburgarea

IntheGothenburgarea,approximately194.000tonnesareidentifiedaspotentialgoodsflowforIWTgoingnorthtoKristinehamn.Thebarchartinfigure5.1presentsthecontributionforeach of the six sendingmunicipality in tonnes, where Kungälv and Gothenburg aremaincontributors. Notable to mention is that all the domestic goods flows to Kristinehamncurrentlyuseroadasthetransportmode.Allthedestinationsinthesurroundingcountiesareshown(36differentlocations),butthetop15receivingmunicipalitiesarehighlightedinthefigurebelow,whichrepresentalmost94%ofthetotalvolume.FromKungälv, the commodityother foods and tobacco products aremainly consumed inBorlängeandKarlstad.Thesegoodsflowscomefromthewholesale-andretailindustry.Thegoodsistransportedaspalletizedgoodsandthisflowstandsforapproximately21%ofthedomesticflowtotheKristinehamnareaforthisdataselection.FromGothenburg, thecommoditiesother foodsandtobaccoproductsanddairyproducts,drinksandicecreamaresupportingtheretailbusinesslocatedespeciallyinVärmland.ThereceivingmunicipalitiesrepresentingthelargestvolumesareEda,BorlängeandKarlstad.

Figure5.1.DestinationsofthedomesticgoodsflowfromGothenburgarea

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The inbound data reveals that the largest consuming volumes are identified in Värmlandcounty,closeto62%oftheidentifiedgoodsvolume(figure5.2).InVärmland,theretail-andwoodandpaperindustryarethebiggest,withhighestshareofthevolumelocatedinKarlstad.Currently,allthegoodsflowstoVärmlandaretransportedaspalletizedgoodsorliquidbulk.The goods flows to Värmland consist mainly of goods types within food, beverages andtobacco(66%)andchemicalproducts(notconsumergoods,e.g.pharmaceuticals)(11%).AleissupplyingÖrebrowithlargevolumesofthecommoditychemicals,chemicalproducts,artificialfibers,rubberandplasticproductstodestinationsinLindesbergandAskersund.FromGothenburg,thecommoditiesotherfoodsandtobaccoproductsaretransportedtoÖrebroandHallsberg,

Figure5.2.Allocationofreceivingcountiesofpotentialgoodsflow

5.6Flowmaps-northgoing

ThefindingsfromtheGothenburgareapresentstwocommonlyproducedgoodstypes,food,beveragesandtobaccoandchemicalproducts (notconsumergoods,e.g.pharmaceuticals)(82%together).Boththesegoodstypesaremostlyproducedbyindustrieswithintheretail-,woodandpaper-,wholesale-andmanufacturingofconsumergoodsindustry.

Figure5.3.Top10commoditiestransportedtoKristinehamnarea

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Fromtheinitial35identifiedcommodities,26arefoundintheflowfromthisdataselection.Top10ofthese26represent92%ofthevolumewhichispresentedbelowinthefigure5.3.Bymappingthese10commoditiesforthisflowthefollowingillustrationinfigure5.4canbepresented.

Figure5.4.Visualisationofgoodsflowsrepresentingtop10commoditieswithoriginsintheGothenburgarea

ThedestinationswiththehighestgoodsflowsarelocatedinBorlänge,KarlstadandSunne.ThemunicipalitiesthataresendingalmostallofthetotalvolumeoriginatesfromKungälv,GothenburgandAle.Currently,allgoodsflowsfromtheGothenburgareaaremadebyroadtransportation.ThethicklinewithdestinationsinBorlänge(closetoFalun),correspondstotheflowsmainlyfromKungälvandsmallersharesofthevolumewithoriginsinGothenburg.

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5.7DomesticflowsfromKristinehamnarea

IntheKristinehamnarea,thesuitablegoodsvolumesidentifiedareapproximately524000tonnes.Almost93%ofthevolumearetransportedtoGothenburg,mostlytoindustrieswithinmanufacturing ofmetal goods,machinery and transport (43%),wood and paper industry(32%) and wholesale (15%). The domestic flows are generally using road (61%) and inparticularrail (39%)astransportmodes,whererailtransportationonlyhasGothenburgasdestination.

Figure5.5.OriginsofgoodsflowsfromKristinehamnarea

Thefigure5.5visualizetheoriginsof the identifiedsuitablecontainer flows, thebarchartpresents the top15 sendingmunicipalities,whereamajorityof theoriginsare located ineitherDalarnaorÖrebrocounty.Thetop15municipalitiesarecurrentlysending95%ofthevolumetotheGothenburgarea,butintotalthereexist39differentoriginsinVärmlandandÖrebro,theseareshowninthefigureabove.Lookingfurtherintothespecificcommoditiesandtheirrelatedtransportmode,differencesareidentifiedbetweenrailandroadtransports.FromBorlängeinDalarnacounty,closeto76%ofthevolumeconsistofthecommodityironandsteel,whichistransportedbyrailtoGothenburg.Other commodities suchaspulp, paper, cardboard and sawed, planedwoodproductsaccountsfortheremaining24%ofthetotalvolume.The goods flows using road transportation are transporting palletized goods. Othercommoditieswithlargevolumesaresawed,planedwoodproductsandmeansoftransport(equipment),wheremostofthevolumesoriginatesfromwithinÖrebrocounty.

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Figure5.6.Allocationofsendingcountiesofpotentialgoodsflow

Theweightdistributionwheregoodsareproducedarevisualisedinfigure5.6.Örebrostandsforthelargestvolumes,withproductionlocatedinKarlskoga.InLindesberg,flowsfromthemanufacturing of metal goods, machinery and transport industry can be identified. ThecommondestinationofalmostallgoodsvolumearelocatedinGothenburg.

5.8Flowmaps–southgoing

The top 10 commodities identified as suitable goods flows corresponds to 96% of thedomesticvolumetransportedtotheGothenburgarea(figure5.7).24of35commoditiesareincludedinthisdataselection.

Figure5.7.Top10commoditiestransporttoGothenburgarea

Nearly10%oftheidentifiedgoodsflowsarealreadytransportedincontainersandthedatarevealsthatrail(80%)isthemostcommonlyusedtransportmodefortransportingcontainersinthisdirection.MostofthevolumeoriginatesfromBorlänge(88%)andsmallersharesinKristinehamnandÖrebro,withinthemanufacturingofmetalgoods,machineryandtransportindustry.Notabletomention,92%ofthegoodsflowfromBorlängearetransportedwithrail

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astransportmode,whichcorrespondstothethicklinevisualisedinfigure5.8.Thedifferenttransportmodesprovidingthegoods flowsarepresented, togetherwiththecommoditieswithironandsteelrepresentingthelargestshare.

Figure5.8.Goodsflowsofcommoditiestransportedbylargefreightcontainer

5.9Import/Exportgoodsflows

Tofurtherpresentthegoodsflows,importandexportflowsarepresented.Thedataselectionbecomes different as the import data only regards inbound shipments to either VästraGötaland, Värmland and Örebro, the imported volumes to the municipalities located inDalarnacountycannotbeaccountedfor.

5.9.1ImportedgoodsflowstoKristinehamn

ThissectionpresentstheimportedgoodsflowswithdestinationswithintheselectedcountiesVärmland(62%)andÖrebro(38%).Thevolumeidentifiedassuitablecontainergoodsflowsareapproximately964462tonnes,mainlyconsumedbyindustriessuchaswoodandpaper(39%)andmanufacturingofmetalgoods,machineryandtransport(37%).Intheleftsideofthefigure5.9,the10topimportmarketscorrespondsto86%ofthetotalvolume.GreatBritain,GermanyandNorwayaccountsfor56%oftheimportedgoods.FromGreat Britain, approximately 290.000 tonnes are transported in total,whichmostlycontains the commodities paper and cardboard transported as palletized goods. FromGermany,thetotalimportvolumeare127.000tonnes,andthetopcommoditiesareironand

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steelandmeansoftransport(equipment)followedbychemicals,chemicalproducts,artificialfibers, rubber and plastic products and a small share ofpaper and cardboard. Lastly, theimport volume fromNorway are nearly 81.000 tonnes and are only transported by road,mainly to Hammarö in Värmland county (83%). The commodities consumed here arechemicals, chemical products, artificial fibers, rubber and plastic products which aretransportedasliquidbulkgoods(i.e.thecarriertype).

Figure5.9.Destinationofimportedgoods

5.9.2Identifiedpotentialgoodsflows

Thetop10receivingmunicipalities,i.e.whereindustryandotherconsumingsitesarelocatedin Värmland and Örebro corresponds to 89% of the total volume. The top 10 importedcommoditiesrepresentnearly920.000tonnes(95%),seefigure5.10.Currently,nearly12%oftheimportedgoodsaretransportedinlargefreightcontainers.Lookingfurtherintothespecific factors concerning container goods flow, commodities as pulp, iron and steel aremostlyconsumedwithoriginsfromEuropeancountries.Palletizedorliquidbulkgoodsarethemostcommoncarriertypeusedintheimportedgoodsflow.The transport mode used most frequent is road or rail or as an intermodal solution incombinationwithsea,whereroadandseaflowsaremoredominant.Thisisduetothelogicbehindthedata,whereallthegoodsarefirstshippedtothePortinGothenburgandthenconsideredasfurthertransportdefinedasthedomesticinboundgoodsflowtoVärmlandandÖrebro.Theimportdatacontains28ofthe35uniquecommodities.

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Figure5.10.Top10importedcommoditieswithlargestvolumes

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5.10ExportedgoodsflowfromKristinehamn

This section further investigates thegoods in theexport flows fromthe selectedcountiesVärmlandandÖrebro.23of35commoditiesareincludedinthisdataselection,withavolumeofapproximately3.7milliontonnes,andmorethanhalfofthisconsistofpaperandpulp.Thelargestvolumesoriginate fromGrums,Hammarö,LindesbergandSunne,consistingof thecommodities paper, cardboard and pulp with Germany, Republic of China and Italy ascommondestinations.

Figure5.11.Mapvisualisationofwheregoodsoriginatesfrom

5.10.1Identifiedpotentialgoodsflow

The top10 commodities exported fromVärmlandandÖrebro corresponds to93%of thevolume, see figure 5.12. Themost commonproducing industries identified arewoodandpaperandmanufacturingofmetalgoods,machineryandtransport.Large freightcontainersandpalletizedare themostcommoncarrier types (i.e. stands for61%),withgoodsflowusuallyconsistingofthecommoditiespaper,cardboard,ironandsteel,sawedwoodproducts,pulpanddairyproducts,drinksandicecream.TherepublicofChinaandGermanyaremainimportersofthecommoditiespaper,cardboardandironandsteel.Thecommoditypaper,cardboardoriginatesfromHammaröandGrumsinVärmland, and iron and steel aremainly produced in Degerfors, Hagfors andHällefors inÖrebro.Norwayisthemainimporterofsawed,planedwoodproductsandstandstogetherwithGreatBritainformorethanhalfoftheexportedvolume,mostlywithoriginsinGrums,Arvika,LaxåandKarlskoga.

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ClosetoallexportsflowsconcerningthecommoditypulporiginatesfromespeciallySunne(88%) andGrums (11%). Their largest volumes are exported as palletized goods (90%) tocountries outside the EU, such as Republic of China, India, Islamic Republic of Iran andVietnam.

Figure5.12.Top10exportedcommoditiesfromKristinehamnarea

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5.11Casesummaryofthepotentialgoodsflows

Inthisconcludingpart,thetotalpotentialissummarizedtoprovideacompleteoverviewofthe current state. Firstly, thedomestic flows, i.e. in-/outbound flows, arepresented,withlocation in the surroundingareaof theports inGothenburgandKristinehamn. Lastly, thepotentialintheforeignflows,representedbytheimportandexportflowsispresented.

5.11.1Gothenburgarea→Kristinehamnarea

Starting with the goods flow with origins in the Gothenburg area, with a potential ofapproximately200000tonnes,thelargestvolumesaretransportedmainlyfromGothenburgandKungälv,which are located strategically in connection to riverGötaÄlv. The sectionsbelowwillhighlightsomeofthenodeswhichpointsoutthehighestpotentialforsuitableIWTgoods,whichcorrespondstoaweightof83466tonnes.Gothenburg,Kungälv&Partille→KarlstadKarlstadisidentifiedasapotentialreceivingmunicipality(i.e.largestreceiverinVärmland),withexistinggoodsflowsconsistingofotherfoodsandtobaccoproducts,whichrepresentthelargest volumes received from this data selection. This volume is summarized to 23 347tonnes.Ale,Mölndal&Gothenburg→ÖrebroThe goods flows fromAle,Mölndal andGothenburg toÖrebro,where industries such asmanufacturingofconsumergoodsandretailoperates,aresummarizedto12804tonnes.Theproducedcommoditiesareotherfoodsandtobaccoproducts,othermachinesandapparatus;officemachines,machinepartsetc.andsawed,planedwoodproductstomentionsomeofthelargestshares. Ale,Mölndal&Gothenburg→Lindesberg&AskersundThe goods flows between Ale and Lindesberg and Askersund are summarized to 16 221tonnes, transporting chemicals, chemical products, artificial fibers, rubber and plasticproducts.Kungälv&Gothenburg→BorlängeThegoods flow fromKungälvandGothenburg toBorlänge contains31094 tonnesof thecommodityironandsteel.Thisflowissuitableascontainerizedgoods,whichincreasesthepotentialofdevelopingintermodalfreighttransportprocessestosupportthetranshipmentsintheterminalsperformedintheport.SincetheproducedgoodsinBorlängearecurrentlytransportedwithby rail transportation indicates the importanceof integrating intermodaltransportswithconnectionsinKristinehamn.

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5.11.2Kristinehamnarea→Gothenburgarea

Thisgoodsflowsarepresentinghighergoodsvolumessuitableforcontainerisationandarecalculatedto549877tonnes.AlmostallofthegoodswithoriginsintheKristinehamnareaarereceivedinGothenburg(93%).Borlängerepresentthelargestsendingmunicipalityinthedataselection.ThepartbelowwillhighlightsomeofthenodeswhichpointsoutthehighestpotentialforsuitableIWTgoods,correspondsto163611tonnes.Karlskoga→GothenburgThelargevolumessentfromKarlskoga,locatednearbyKristinehamn(27.5km),areidentifiedassuitableforcontainerisation.TheclosenesstoIWTandflowsconsistingofthecommoditysawed,planedwoodproducts,makethisnode interestingtoevaluateformodalshift, thetotalvolumereceivedinGothenburgis80098tonnes.Karlstad→GothenburgKarlstadaresending20377 tonnesofgoodswitheither rail-or road transportation,withGothenburgassolelydestination.sawed,planedwoodproducts.Railtransportationstandsfor12%,withgoods fromwoodandpaper industry, i.e. sawed,planedwoodproducts toGothenburg.Roadtransportation(88%)istransportingnon-ferrousmetalsandpeat.Lindesberg→GothenburgLindesberg,located95kmfromKristinehamn,sendinggoodsvolumeoftotal63136tonnestoGothenburg.Thisexistingflowhandlethecommoditiesmeansoftransport(equipment),paper, cardboard and other foods and tobacco products. Currently, these goods aretransportedby rail 27%and road (73%). The connection toKristinehamnwith intermodaltransportmakeitpossibletoalleviatetheuseofroadtransportationinthearea.

5.11.3Import→Kristinehamnarea

In this part, the foreign flows are further explained, and the first flow presented is theimportedgoodsflow.ThefollowingpartwillhighlightafewgoodsflowswherepotentialformodalshifttoIWTisfeasible,thisvolumecorrespondsto383998tonnes.Thetotalpotentialvolumesuitableforcontainerisation,fromtheimportflowsis964409tonnes.GreatBritain→Degerfors,Lindesberg,Örebro,Kristinehamn,Hammarö&Karlstad The import flows from Great Britain is transported intermodal, with road/rail and seatransportation.Sincethesegoodsshowabilityforseatransports,italsoraisespotentialforIWTflows.AclusteredareaaroundKristinehamnareaisidentifiedinthisdataselection,withdestinations in Degerfors, Lindesberg, Örebro, Kristinehamn, Hammarö and Karlstad. Thetotalimportedvolumetothisareais281451.88%ofthevolumeiscurrentlytransportedbyroad and sea.Wood and paper industry is located in Karlstad and Hammarö, Karlstad isimporting the commodity paper, cardboard and Hammarö consuming the commoditychemicals,chemicalproducts,artificialfibers,rubberandplasticproducts.Thebusinesstype

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manufacturingofmetalgoods,machineryandtransportconsumingthecommoditiesmeansof transport (equipment) and iron and steel. The location of these sites are in Karlstad,LindesbergandÖrebro.Notabletomentionhere,isthat12%oftheimportflowsaretransportedbyrailtoDegerforssince their accessibility to the railway with connection to the port in Kristinehamn. Thecommodity consumed here is iron and steel, within the manufacturing of metal goods,machineryandtransport.Germany→Askersund,Karlskoga,Karlstad,Örebro,Filipstad&Hagfors(Ironandsteel)Thegoodsflowstransportingthecommodityironandsteelareimportedfrombusinesstypesmanufacturing ofmetal goods,machinery and transport andmanufacturing of consumergoods.Thegoodsvolumeareintotal58687tonnes.InAskersund,wheremanufacturingofconsumergoodsare located,25%of thevolume isconsumedhere.Karlskoga,KarlstadandÖrebroconstituteaclusteredareanearbyKristinehamn,receivingtheremaining75%ofthevolumesofironandsteel,togetherwithFilipstadandHagforswhicharelocatedinthenorthernpartofVärmland.Germany→Arvika&LindesbergArvika and Lindesberg imports the commodity means of transport (equipment) fromGermany, the total volume identified is 43 860 tonnes. 64% are transported intermodal(road/sea)toArvikaandLindesberg,whilstroadtransportationaccountsfor36%toArvika.

5.11.4Kristinehamnarea→Export

TheexportvolumesfromVärmlandandÖrebroareidentifiedasthelargestpotentialbasedonvolume.Thetotalexportflowsgenerateavolumeof3717452tonnes.Inthefollowingpart,somespecificflowswithIWTpotentialarefurtherhighlightedandexplainedindetail.Thisvolumerepresents2246962tonnesofexportedgoods.Paperandpulp→ExportThisgoodstypeisoriginfromproductioninwoodandpaperindustry,wherethereexist10sending municipalities which are located in approximately the same area, aroundKristinehamn. These are Grums, Hammarö, Lindesberg, Kristinehamn, Forshaga, Säffle,Karlstad,Örebro,HallsbergandKarlskoga.Togethertheystandsfor1536800tonnesofthecommoditypaper,cardboard.53%ofthevolumeinthisdataselectionidentifyinglargefreightcontainerasthecarriertype.ThisareaproduceandtransportlargevolumesthatwouldbebeneficialforIWTtointercept.Woodandproductsofwoodandcork→Export

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Thiscommodityisexportedfrom11differentlocations,withmostofthevolumewithorigininVärmland(83%).Thetransportmode iseitherunimodal (road)or intermodal (roadandsea),whichshowsclearfeasibilityfor IWT.Torsby,Grums,HallsbergandÅrjängstandsfor80%of theproductionof thegoods typewoodandproductsofwoodandcork.The totalexportedvolumeis710162tonnes.DenmarkandNorwayaremainimporterfromGrums,whilstTorsby’stopimportersareGermany,Denmark,FranceandItaly.

5.12Casesummary-goodsflow

Thedatarevealsthatthereexistsuitablegoodsflowsforcontainerisation,inbothdirections.Theidentifiedvolumeissummarizedinthetable5.3,wheretheoutboundgoodsflowsfromKristinehamnare (flow2&4)are significant larger in relation to the inbound flows .Thisactuality creates a demand for repositioning of empty containers available in theKristinehamnarea,inordertofacilitatetheimbalancesthatexistintheflows.

Flow Totaltonnage

#ofroadshipments Commodities Topsenders(≅80%) Topreceivers(≅80%)

1.Gothenburgarea->Kristinehamnarea 200000 6600

Otherfoodsandtobaccoproducts(52%) Chemicals,chemicalproducts(21%) Gothenburg,Kungälv

Borlänge,Karlstad,Sunne,Hammarö,Örebro,Filipstad,Lindesberg,Askersund,Kristinehamn,Eda,Säffle

2.Kristinehamnarea->Gothenburgarea 550000 11500

Ironandsteel(33%) Sawed,planedwoodproducts(21%) Paper,cardboard(11%) Dairyproducts,drinksandicecream(9%)

Borlänge,Karlskoga,Lindesberg,Ludvika,Sunne,Örebro,Karlstad,Kristinehamn Gothenburg

3.Import->Kristinehamnarea 964000 26400

Paper,cardboard(26%) Chemicalsandchemicalproducts(21%) Ironandsteel(19%) Meansoftransport(equipment)(17%)

Foreigntrade-(PortofGothenburg)

Karlstad,Hammarö,Lindesberg,Arvika,Örebro,Kumla,Degerfors

4.Kristinehamnarea->Export

3717000 86300

Paper,cardboard(45%) Sawed,planedwoodproducts(18%)

Grums,Lindesberg,Hammarö,Torsby,Sunne,Arvika,Kristinehamn,Ljusnarsberg,Degerfors,Hällefors

Foreigntrade-(PortofGothenburg)

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Ironandsteel(10%) Pulp(8%)

Table5.3.Identifiedgoodsflowssuitableforcontainerisation

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6.Empiricalfindingsfrominterviews

Thissectionwillpresenttheempiricalfindingsfromthestudy.Thesourceofinformationarethe respondents from the interviews which include goods owners, a shipping company,people with knowledge and experience of IWT from municipalities and the region ofVärmland, Vänerhamn, and consultants’ active in the field. A total of 13 people wasinterviewedfromwhichthefollowinghasbeencompiled.

6.1CurrenttransportationfromanIWT-perspective

When studying the situation of IWT in Sweden fromour point of view, the underutilizedcapacity in the Swedish waterways raises questions regarding why road- and railtransportationremainsdominant.During interviewswithprimarilygoodsowners,butalsowithotheractorsinthedistributionchain,theircurrenttransportationsetuptogetherwiththeirstandpointtowardsIWThasbeenassessed.This, inordertocreateunderstandingofhow transport buyers reason in their logistics operations and their openness to considerchangingtheircurrenttransportationsetup.TheattitudetowardstheuseofIWTispositiveamongalloftheinterviewedgoodsowners.Anoptimismtowardsthetransportationoptioncanbeidentifiedbutitallcomesdowntothesuitability together with the relative advantages that can be captured by using IWT.GeographicallocationisdecisivewhenassessingthepossibilitytouseIWT.Ifthereceivingfacilityistoofarawayfromaport,othertransportmodesbecomesmorefavourable.

6.1.1Goodsownersperspective

TherearecompaniestransportingsomeoftheirvolumesusinglakeVänernandGötaÄlvriverfortheirexportflows.Nointervieweeexpressedthattheyusethistransportationoptionfordomestic transportation. This is also strengthened from discussions with the shippingcompanywhere the interviewee states that IWT is used only for export flows. Domesticshipments are instead either sent with road transportation or to some extent railtransportation.ThisalsoappliesforexportshipmentswherethegoodsaremostcommonlysentdowntoGothenburgforwarehousing,stuffingofcontainersandtranshipmentandthenfurthertransportationtotheenddestination.TheSECU-systemwasidentifiedasabigcontributortothevolumesfromVärmlandwhereacustomizedcontainerunitisusedtotransportgoodsfromthewoodandpaperindustry.Here,theSECUcontainersare transportedwith raildown toGothenburg, transhipped toRoRo-vessels and transported to bigger ports in the Netherlands. From here, the goods aretransferredtoTEUcontainersforthefinaltransportationtodestinations.ThesuitabilityforIWTwasdiscussedinrelationtothisflowwherethereareproblemswithstackabilityofthecontainers.WheelsaremountedonthecontainerswhichthenenablesRoRo-vesselstocarrythecarriertype.TheSECU-systemhasbeendevelopedinordertooptimizetheflowsfrom

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thewoodandpaperindustryandthesuitabilityandtransferabilitytoIWTisdeemedlowduetothealreadymadeinvestments.Whendiscussingthepossibility toshipgoods incontainersusing IWTsomegoodsownersexpressed that they have the possibility to ship their goods in containers with availableequipment,butchoosenottoduetobotheconomicandsuitabilityreasons.However,iftherewouldbebettereconomic incentives, largevolumeswouldbetransferableto IWT.Asthedifferenttransportmodesoftenhavedifferentreliabilityrelatedtoontimearrivals,duetodifferentlengthinleadtimesandwiththeinherentdeviation,acertainimbalancebetweentheuseoftransportmodescomesnaturally.Thegoodsownersexpressedacertainconcernabout reliability with IWT during the interviews. Also, the possibility to track and traceshipmentsmeansthattheycaninformcustomersofdelays,whichinsomecasesmeanthatalongerleadtimeisacceptable.

6.1.2Shippingcompanies’perspective

OneoftheshippingcompaniesoperatinginlakeVänernexplainedhowtheyworkwithlongercontractsofagreementwithcustomerswheretheresponsibilityofthetransportationisthenlaidontheshippingcompany.Theytrytobalancetheflowsinbothdirectionstotheirbestability. There isalsoaspotmarketwithshipmentsofmoresporadicnature,wherethesecustomersareacquiredbydirectcontactwithgoodsownersorbytransportagentshiredbygoodsowners.Inthismarket,priceisalwaysthenumberonepriorityforthetransportbuyers.Inordertoachievebalanceintheirflows,rawmaterialssuchascoalareexemplifiedasgoodstransportedontheinboundroute.The distribution between the transportmodes is evidently unbalanced where IWT has asignificantlysmallershare,especiallyfordomestictransportation.Discussionsregardingtheattitudes towardschanginga transportsetup foragoodsowner indicates that there isaninherentresistanceandtraditionintheindustry.Itdemandsboththebehaviourofactorsaswellas thecontext tochange,whether it is increasedvolumes,higher frequencyorotherfactors and in order to make a modal shift happen towards IWT, the price must dropdrastically,accordingtooneoftheinterviewees.Whendiscussingwiththeshippingcompany,morefreelyandonamoreaggregatedlevel,questionsregardingindustriesingeneralthatmaybemoresuitableforachangetoIWTwereasked.Thereasoningwasthatindustries,suchastheminingandpetroleumindustry,withhighexposure to thepublicopinion inenvironmental aspectsdo theirbest tomake theiroperationslesspolluting.Asprogressismadewithinothersegmentsoftheirbusiness,theytrytofindlowhangingfruitinothersegmentswheretransportationthencomesnaturally.IfhigherdemandsandrestrictionsarebeingimposedoncompanieswithapurposetoattractmorevolumestoIWT,theseindustriesmayconsidertheoptionmorethoroughly.

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6.2Goodsownerstransportqualitypriorities

Thetransportqualityfactorsmentioned inthetheoretical frameworkwerediscussedwiththe goods owners in order to understand how the factors that are affecting theirtransportationoptionsandwhatgoodsownersprioritizeregardingtransportation.Assessing the answers from the interviewees on the questions related to their prioritiesregardingthetransportationofgoods,showsarangeofdifferenttransportqualityfactors.Themajority had a customer focused answer to this and their reasoningwas that happycustomersisalwaysapriority.Thismeansmorepracticallythattherightgoodsshouldarrivetothecustomersfacilityattherighttime.The price is also something that is recurrent throughout the interviews, even thoughnotexpressedasanumberonepriorityinmostcases.However,italwaysworksasabenchmarkwhengoodsowners’assestheirtransportationoptions.Also, theenvironmentalaspectof transportation is recurrentandexpressedasoneof themostimportantfactors.Withlegislationsandemissionfeesthiscomesnaturallyasameanofgettingeconomyinthelogistics.Answersregardingtheabilitytouseenvironmentalfriendlytransportsasamarketingtoolandapartofthecompany’sCSRstrategywasalsoexperiencedduringtheinterviews.Thisalsoindicatesaleantowardsapricepriorityamonggoodsowners,eventhoughnotexpressedexplicitly.Thebiggercompanieshavededicateddepartmentsoftheirlogisticsoperationswhichhandletheirsupplychain.Inthesecases,alltransportqualityfactorsareassessedintheirtransportsetupsanddependingontheiroptimizationfactor,theirtransportationwilllookinacertainway.Otherplantswithin the sameorganisationmayaffect the transportation setup fromanotherfacilitywhichimpliesacomplexityinthetransportationchoice.Geographicallocationisoneofthekeyaspectsinthismatterwhereaproximitytothewaterandanavailabilitytoportservicesaredecisive.Thenatureofthebusinesstypeandgoodscharacteristicsarealsofactorsthataffectswhatisprioritizedandinturnhowthetransportationandgoodsflowswilllook like. If thegoodsowner is smalleron theotherhand,a stronger correlation topriceprioritycanbeidentified.Thisbecauseofthethird-partyinvolvementthatismoreevidentwithsmallerbusinesses.

6.3GovernanceoftheIWTframework

AstheSwedishIWTframeworkdiffersfromotherEuropeancountrieswithamoreestablishedIWTsystem,questionsregardingimportantaspectsfortheSwedishsystemwasaskedtotherespondents.ThepilotfeesystemandthegovernancefromauthoritiesareidentifiedasthemaindifferencesandabigreasontotheunderutilizedwaterwaysinSweden.

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OneofthemostinterestingaspectsaffectingIWTisthepilotfeesystemandhowtheinvolvedauthoritiesgovernandcontroltheSwedishIWTframework.Thequestionsregardinghowthefeestructuresandlegislationsworksfor IWTinSwedenareansweredbytheintervieweeswithlengthyanswers.Thereisaclearandrecurrentopinionthatthecurrentsystemisnotworking and if a balance between the trafficmodes is what is expected to be achieved,reorganisations on different aspects needs to be done. Efforts aimed at simplifying andstrengthenthecompetitivenessof thesystemhasbeengoingonfor17yearsandyet thesystemremainsunoptimized.Thereseemstobeamutualunderstandingbetweenkeystakeholdersamongactorsinthesupply chain, about the fees being imposed and unnecessary.With today’s technologies,thereisnoneedforapilotingserviceonlakeVänern.ThesystemisbuiltupinawaywhereTransportstyrelsendecideswherepiloting isneededandunderwhatcircumstanceswhichthenconstitutestheframework.Anotherauthority,Sjöfartsverket,thenoperatesthepilotingand sets the price of the service. Sjöfartsverket needs to finance their own business andtherebychargefees.Thereisacleardissatisfactionamongtheinterviewedactors,especiallythe shipping companies and project initiator, of how the question has been handled byauthoritieswithlengthyleadtimesfordecisionstobemadeandchangesimplemented.Thegoods owners have also expressed understanding of how the fee structures affects IWTnegatively.Astolidityamongtheauthoritiesisundeniable.TheintervieweefromtheshippingcompanymeansthatIWTneedstobeclassifiedasanowntransportmode in order for it towork in Sweden and thus be separated fromother seatransports.Thereasoningis;sinceIWTisnotcompetingwiththeseatransportscarriedouttoday,asitconcernsexportflows,itshouldnotbetreatedthesame.Withtheaimofreducingroadandrailtraffic,whileincreasingIWT,thebenchmarksandcomparisonsshouldbemadebetweenthosethreetransportmodeswhereIWTistreatedseparatedfromconventionalseatransports.Atthestartof2018,anewpricingmodelwasintroducedbySjöfartsverket.ThisisaresultofagovernmentmissionfromJune25,2015wherethepurpose,accordingtoSjöfartsverketwastoensureabalancedeconomy in theservicesprovidedbySjöfartsverket.This in turn isaresultfromtheNAIADESIIpackagewhichonlywasimplementedpartiallyinSwedenwithlessrequirementsonthetechnicalaspectsofthevessels.Onlytakingithalf-waydidnotresultinanyincentivestochangetransportmodeandstatusquoremained.TransportstyrelsenwasassignedthegovernmentalmissiontoimplementanIWTframework,butthemissiondidnotincludethepurposetorelievetheroad-andrailnetworkandfacilitateamodalshifttowardsIWT.Therefore,thecurrentIWTframeworkinSwedenisconstructedwithoutanypurposetocreateabalancedtransportsystem,asexpressedbyoneoftherespondents.

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Inpractice,theframeworkmakesthepilotingmoreexpensivethannecessaryastheshippingcompanycanbechargedforupto10hourswheninrealityitisnotneededatall.Italsomeansthatthecaptainoftheboatneveractuallydrivestheboatinthelake,insteadthepersonfromthepilotingserviceis.Aspriceisoneofthemostimportantfactorswhengoodsownersassesstransportationoptions,thepilotfeesystemcomplicatesthesituation.ComparingittootherEuropeansystemsitisclearlymorecomplicated.ThepilotingserviceinLakeVänernisnotneededwiththetechnicalimprovementsthathasbeenmadesincetheestablishmentoftheframework,andthusitconstitutesabighindranceforanincreasedIWT.Comparingittohowitworks intheNetherlandsandBelgium,IWTisexemptedfrompilotingandthesystemisintegrated with the other transport modes. Safety is often an advantage for IWT andsomethingthatisutilizedinEurope,whereasinSwedenitoftenconstitutesaconcernfromtheauthorities.ForEuropeanactors,itisaboutself-preservationtoavoidaccidentsandlargeefforts are aimed at keeping the operations safe. Hazardous goods are brought up as anexampleasitoftenisforcedtobetransportedonIWWduetotheincreasedsafetyitbrings.ThatinturnalsoconstitutesanexampleofapotentialincreaseinusageofIWTinSwedenandaproofofdifferentprioritiesindifferentcountriestrafficsystems.Discussions regarding how the governance and subsidies work between the differenttransportmodesalsorevealsanimbalance.Forexample,portsareoftenmunicipalitygovernwhichdemandsinvestmentsandresourcestooperateandmaintainthemwhereastheroad-and railway system ismore funded by the government. The fees debited by the ports inVänernarealsoconsideredunbalanced.Roadtransportationthatarrivestotheportsfacilitiesfortranshipmentarefreeofchargewhileheftyfeesareputontheshipsdockingattheports.

6.4ExamplesofpotentialforincreasedIWT

Thefollowingsectionswillpresentexamplesofapplicationareasandfuturepotentialthatwas discussed during the interviews. This is presented in order to show that there areambitionsandpossibilitiestouseIWTtoagreaterextentthantoday.ThereareseveralinitiativesthathasbeenmadewiththeaimtoimprovethecompetitivenessofIWTinSweden.Duringtheinterviews,therespondentscameupwithseveralexamplesofhow to increase the use of IWT. In discussionswith involved persons from the county ofVärmlanditwasexplainedhowtheworkwithIWTiscarriedoutintheirorganisation.Effortsaimedatgettingtheindustrytoworkagainstanincreasedusageofthewaterwayshasbeenmadeandgovernmentmissionsconnectedtoregionaldevelopmenthasbeenworkedwithwherethetransportationisoneimportantaspect.Värmlandsbananisexemplifiedasaprojectwhereeffortshavebeenmadeinordertoincreasethecapacityasitisanimportantfactorforthe industries intheregion.Cooperationbetweenmunicipalitiescanalsobe identifiedwhere e.g. Vänersamarbetet has been put together to work with questions regardingindustriesandIWT.Concreteexamplesofgoodsownerswithpotentialtransferableflowswasalsopresentedduring interviews.Also,thebenchmarkwithotherEuropeancountries IWT

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frameworks was discussed where the example of hazardous goods transportation beingforcedtobetransportedwithIWTinotherEuropeancountries.

6.4.1Example1-Goodsowner

In thisorganisation, adedicateddepartmenthandles the solutions for transportationandlogistics. The volumes are large and concerns of the capability with IWT was identified.However,withthedecisionofareconstructionofthelocksinTrollhättan,newpossibilitiesopen up and the efficiency of IWTmay improve.With the right incentives, volumes aretransferabletoIWTaccordingtotherespondent.Regardingsustainabilityintransportation,thereareongoingprojectsandeffortsaimedatreducingtheenvironmentalimpactoftheirlogisticsoperations,e.g.theuseofbiofuelsfortheirtrucktransportsbetweentheirfacilitiesandtheportofKarlstad.

6.4.2Example2-Goodsowner

Volumesoftheircurrentbusinesswasexpressedinexactnumbers.Finishedproductflowsof125.000-140.000tonnesyearlyamongapproximately1000containerscarrying25.000tonnesand40.000tonnestransportedwithbulkvessels.Withtheirgeographicallocationclosetoaport,atransfertoIWTwouldnotmeananymajorchangesfortheiroperationsandthusapositiveattitudetowardsthequestionwasexperienced.Whendiscussingthematterincloserdetail,ascheduledcontainerfeederwasconcludedtobethemostimportantthingforthecompany. Ifa fixedscheduleofdepartingvesselswouldbeestablished,planningcouldbedoneinaccordancetothis.Aslargeenoughvolumesmustexistinorderforacontainerfeedertowork,anunderstandingofthistogetherwithawillingnesstocontributewasidentified.

6.4.3Example3-Goodsowner

ThefactorsthatcouldenableIWTtransportationforthefirstlegofthetransporttotheportof Gothenburg was expressed by one of the respondents. Availability of equipment forcontainer stuffing, availability of containers through a depot strategically located, enoughfrequency and a proven concept that IWT is reliable. A strong customer orientationwasexpressedandthemostimportanttransportqualityfactorwasreliabilityrelatedtoon-timearrivals,whereaspricewasexpressedassecondary.Theprovenconceptmentionedneedstobepresentedtothedecisionmakersastraditionissomethingthataffectsthetransportationchoice strongly in the industry. Also, because it is a matter of large volumes that aretransportedtoGothenburgforfurtheroverseatransportation,whichputshighpressureonthereliability.

6.4.4Example4-Shippingcompany

Anupcomingprojecttogetherwithapetroleumcompanywasdiscussed.TheprojectaimsatestablishingtransportationofgoodsfromLysekiltotherefineriesinKarlstad,throughGötaÄlvriverandlakeVänern.Asexactdataofdistances,numberoftrailersetc.isavailableitis

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aninterestingprojectsinceitcanquantifytheexactemissionsavingstobecaptured.Eventhoughtruckswouldbeneededinsuchasetupe.g.forlastmiletransportation,theexternaleffectswilldecrease.Inorderforthistoworkinanefficientway,anexpansionoftheIWTzoneswouldbeneeded.This, inorderfortheIWTvesseltobeabletooperateonthefullroute along the coast strip from Lysekil to Gothenburg where the goods would betransported.Withallthepiecesinplace;thecustomerisready,thevolumesexist,thevesseltypeissetandallthecalculationsaremadeinthepreparatoryphase,theonlythingthatstopsitistheframeworkandtheslownessintheauthorities’decisionmaking.Sincesuchadecisionneedstobetakenthroughdifferentlevelsofauthorities,thelatestinformationcommunicatedtotheinitiatorwasthatitcantakeuptosixmonthsfortheEuropeanCommissiontopresentadecisionfortheproject.Thismaynotseemasalongperiodoftimebutduringthistime,theshippingcompanyandtheprojectitselfbecomesparalyzedandnothingcanbedonemorethanwaitingforadecision.

6.4.5Example5-socio-economiccalculationsbyconsultants

Adiscussionwithaconsultingcompanyoperatinginthetransportsector,regardinganoldprojectwherecalculationsweremadeonan IWTcase fromasocio-economicperspective(e.g. transportation costs, emissions levels and congestion effects). The case includedcontainerfeedertrafficfromGothenburgtoUddevallatoreplaceroadtransportationonthesameroute.Threedifferentscenarioswerepresentedwherethescenarioofawarehouselocatedinconnectiontotheportwasshowntobeprofitable.Theothertwoscenariosfailedtoprovideapositiveoutcomeduetotranshipmentcostsasthewarehousewasnotlocatedinconnection to theport.This strengthens the importanceofgeographical locationwhenassessingtransportationoptions,whereaproximitytoportservicescanmakebigdifferencesonsuchcalculations.

6.4.6Example6-prerequisitesandproblemswithcontainertransportationusingIWT

This case is created from the interview conducted with one of the shipping companies,involvedinpromotingcontainertransportationwithIWT.Thediscussionsaresummarizedtowhatfollowsinthecomingsections.Thebiggestproblemwithacontainerfeederisthattheentireeconomicalriskisputontheshipping company in the initial phase,whichusuallymeansone year of preparations etc.Whenestablishingacontainerfeeder,largecapitalinvestmentsmustbemade,andsincetheshippingcompaniesoperatinginlakeVänernarerathersmall,theydonothavetheeconomicresourcestodothisandtheriskistoohigh.Toenterthecontainersegment,investmentsinIT-systemsalsoneedstobedone,whichinturnmeansmoreadministrativework.

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TheintervieweethencomparedthistotheNetherlandsandBelgiumwheretheIWTsystemismoreintegratedwiththetransportationsystem,asbiggeractorsseethepotentialandworkmorefocusedtowardsanincreasedIWT.Here,itisusuallyabiggeractorthatcontrolsthecontainerflowsandchartersvesselstomaintainthescheduleandifemptycontainersneedtobepositioned,onewaytripsareboughtfromthespotmarket.InthesamemannerasinSweden,theshippingcompanyundertakestheeconomicrisksbutasitoftenisabiggeractorwithestablishedadministrativeresourcesandIT-systemsinplace,theinvestmentsbecomerelativelysmaller.Additionally,theshippingcompanyandIWTservicesthenworksunderthesamerulesastheroadtransportationandthevesselsareseenas“trailersonwaterways”.InSweden, the equivalent actor does not see the possibilities with barge traffic on inlandwaterways which results in the dominance of road- and rail transportation that can beidentifiedtoday.

When discussing the prerequisites for establishing a container feeder in Sweden andspecificallywhich volumes that are needed tomake it sustainable, itwas concluded thatapproximately 400 containers (20 foot) perweek is needed in order to get started.Withtoday’s situation of IWT in Sweden, these volumes do not exist. Additionally, the portsoperatingintheareaneedstochangebusinessstrategywhereanactiveparticipationtowardsanincreasedusageofthewaterwaysisneededinordertosupporttheeffortmadebytheinitiatorsforsuchprojects.Theoceanshippingcompaniesalsoneedstorealisethebenefitsofmovingdepotsanddistributioncenterstosmallerportslocatedinthehinterlandofsmallerports.This,inordertobecomemoreefficientintranshipmentoperationsandtoattractbiggervolumes.

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7.Discussion

In this chapter, the previous chapters are discussed together in order to present theconclusions for the study. Firstly, a quantitative discussion will be presented wherehighlightednumbersinthereportareaddressed.Further,theinsightandknowledgeofgoodsflows gathered from the goods flow mapping, the empirical understanding provided byinterviewinginvolvedactorstogetherwiththetheoreticalframework,togetherprovidestheinputrequiredtodiscussdifferentfactorsaffectingtherealpotentialforIWTinSweden.

7.1Quantitativediscussion

The highlighted numbers presented further are firstly for the goods flows between thecounties surrounding lake Vänern (section 4.10) followed by the numbers from theconstructedcontainercase(chapter5).InordertodistinguishpotentialforIWTandpresentquantitativeconclusions,differentfactorsarediscussed.Namely;thedifferentcommoditiestransported in the flows, geographical locationsof thedestinationsandorigins, identifiedflow imbalancesandroughestimationsofwhat thevolumesrepresent innumberof roadtransports. The following sections intends to quantify the investigated flows to present apictureofhowmanyroadtransportsthatisrepresentedforthepresentedgoodsvolumes.7.1.1FlowsbetweenthecountiesquantifiedWith this data selection, 26 commodities were included, representing approximately3.600.000 tonnes. Road transportation represent the only transportmode inmost of thedirectionswhereestimatesofwhatthevolumesoftheseflowsgeneratesinnumberofroadtransports.Witharoughestimatewhereoneroadshipmentcarriesonaverage30tonnes,theamountofshipmentincludedis108.600.Table4.2presentsthenumbersindetailwhereatfirstsight,imbalancesseemtooccur.However,lookingatthetopcontributorswhere80%of the volume is allocated to reveals that there are flows inbothdirectionsbetween thecountieswiththesamenodes.GothenburgisanexampleofanodehighlyrepresentedinthecaseswhereVästraGötalandisincluded.ThesameappliesforothernodessuchasKarlstad,Kristinehamn,KarlskogaandÖrebro.Acommonfactorforthese,exceptÖrebro,isaproximitytoports.FromÖrebrocounty,extratranshipmentswillberequiredasintermodalsetupsareneeded to reach access to IWT. The flows between these nodes with the selectedcommoditiesidentifiedassuitableforIWTgeneratesapproximately11.300roadtransports.Significantvolumesofroundwoodwasidentified,wherenopotentialforamodalshifttoIWTisconsideredrealistic.Thenatureofthewoodandpaperindustry,especiallyforsourcingofrawmaterial,wheretheproductsaresourcedlocallyandtransportedthroughtheassistingroadinfrastructure,makingnoothertransportchoiceviable.Thisisidentifiedfromthedataanalysisandstrengthenedbytheinterviewwithoneofthegoodsowners.

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Looking beyond the roundwood, approximately 1.530.000 tonnes remains which is thenestimatedto51.100roadtransports.Commoditieswithinthisshareareforexamplesawed,planedwoodproducts,otherfoodsandtobaccoproducts,ironandsteel,grain,peat.Forthesecommodities,thesamelogicasforroundwoodcannotbedistinguished,pointingat longerdistancesandbetterfeasibilityforIWT.7.1.2ContainercasequantifiedWith this data selection, 35 commodities were included, representing approximately5.400.000tonnes.Thisisestimatedto131.000roadtransportswith30tonnespershipment.Additionally,approximately1.500.000 tonnesare transportedwithother transportmodeswhererailandmaritimetransportationisincluded.Thisimpliesthatthewaterwayshavebeenusedforsomeofthevolumeswhererespondentsfromtheinterviewshasexplainedthattheyhaveexportflowsutilizingmaritimetransportation,e.g.toGreatBritain.ThesharesofforeigntradeinthisscenarioaresignificantlylargerthanthedomesticflowswhereanimbalancebetweentheGothenburgareaandKristinehamnareaalsoisidentified.Thevolumesof theoutboundflows fromtheKristinehamnareaaremuch larger thantheinbound,meaningthatthereexistsnobalancewiththisdataselection.NodeslocatedclosetoportsareidentifiedhereasGothenburg,Grums,HammaröandKristinehamnwheregoodsvolumesarefound.BetweenthenodesintheKristinehamnareaandGothenburg,includingforeigntradeflowscarriedbyroadtransportsissummarizedtoapproximately32.000roadtransports. Additionally,fromGothenburgseveralflowstodifferentdestinationsareidentifiedwithintheKristinehamnarea,consistingofa totalof58.000tonnesandequivalent toapproximately1.900roadtransports.Looking at what the goods flows consist of, paper and cardboard is identified in bothdirectionsoftheforeigntradeflows.Thesameappliesforironandsteel.Thedomesticflowsdonotshowthesamebalancebetweenthecommodities.TotheKristinehamnarea,otherfoods and tobacco products together with chemicals and chemical products are foundwhereastheoppositedirectionshowsflowsconsistingofalargervarietyofgoods.Ironandsteel, sawed, planedwood products, paper and cardboard, dairy products, drinks and icecreamrepresentthelargestvolumesinthesouthgoingdirection.

7.2Themodalchoice

ThereisundeniablypotentialforIWTtobeusedasameantoachieveabetterbalanceinthetransport system. Jonsson & Mattsson (2011) advocates a holistic view of the transportsystemwheresynergiesbetweenthedifferentcomponentscanresult inhigherefficiency.One of these components are transport buyers and goods owners, where the ultimate

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decisionofhowtotransportgoodsistaken.Duringinterviewwithgoodsowners,arecurrenttopichasbeentheirreasoningfortransportinggoodsandhowIWTcouldbeanintegratedpartintheirsupplychains.Thetransportqualityfactorsincludedinthetheoreticalframeworkhasbeenusedinordertoassesstheirprioritizationsandtoexplainwhygoodsaretransportedincertainways.Thetransportmodeswithrelatingtransportqualityfactorsarediscussedinthefollowingsections.Rodrigue,Comtois&Slack(2015)meanthatthatroadtransportationisthemaintransportmodeasitoffersbothconnectivityandflexibility,whichisstrengthenedforthisstudy,bothbythegoodsflowmappingandthefindingsfromtheinterviews.Theprevailinginfrastructurefacilitates the large share of road transportation used today where the connectivity andflexibility of the transport mode constitutes major benefits in comparison to the otheralternatives.Roadtransportationhasawidespreadofapplicationareasandisusedinvarioustransportationsetups(Jonsson&Mattsson,2011)whichcanexplainthedominanceofroadtransportationpresentedinthegoodsflowmapping,especiallyfordomestictransportation.Lookingatthedrawbacksofroadtransportation,Rodrigue,Comtois&Slack(2015)concludethe main disadvantages as the external effects generated, e.g. emissions, noise andcongestions.Theseeffectsmayinturnaffectthereliabilityofthetransport,whichisbroughtupasthemostimportanttransportqualityfactorbymanyoftherespondents.Thecongestedarea around the port of Gothenburg affects the connectivity and flexibility of roadtransportation,whereIWTisapossibletooltodecreasetheutilizationoftheroadnetwork.However, fromagoodsowners’perspectivewhere reliabilityoften is themost importantfactor,thisdilemmaisknownbutduetopreviousexperienceswithdelaysandabruptionsforshipmentsusingIWT,thereliabilityofthetransportmodebecomesquestioned.GeographicallocationisconcludedtohavemajorimpactonthepotentialtotransfergoodstoIWT,whichrelates to the connectivity of the transport modes. Without suitable infrastructure andequipment,roadtransportationoftenbecomestheonlyreasonabletransportationoption.Lookingatrail transportation, thesecondarydatareveals that it isusuallysingleora fewcommoditiesshippedinrelativelyhighvolumes.Theoriginsanddestinationsarefixedtotheentities located close to the railway system, pointing at the lack of flexibility of railtransportation,asdescribedbyJonsson&Mattsson(2011).Therespondentsoftendescribethatroadtransportationisusedtothelargestextent,butrailtransportationisusedforsomeofthevolumeswherethistransportationsetupisproveneconomicallyviable,whichisaresultofthefueleconomyachievedinthetransports.Thecapacityconstraintsintherailwaysystemisalsoexpressedasahindranceforusingitmore.Lindgren&Vierth(2017)describeseatransportationasabletoabsorbthebiggestvolumespershipments,butlimitedbetweenharbours.Lookingattheimportvolumestothecounties,especiallyVästraGötaland,the largestvolumesaretransportedtoports locatedalongthe

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coastline (Gothenburg and Lysekil). Crude oil evidently represents the largest volumestransported here, showing that large volumes are transported over long distances. Thesegoodsflowsarefurtherdistributed,mainlybyroadtransportation,whereexample4fromtheempiricalfindingspresentsanalternativeapproachforpetroleumproducts.Thisshowsthatcommitmentfromactorscanchangeatransportationsetup,favouringIWTinthiscase.Eventhoughwaitingforauthoritiestoperformtheadministrativeprocess,theprojectisreadytolaunch.Wiegmans & Konings (2015) argue that IWT is able to compete with road- and railtransportationifthenumberoftranshipmentsinthetransportchainisreduced,sincethishaveadirectimpactonthetotaltransportcost.Again,thegeographicallocationishereanimportant factor forthepotential for IWT,asCarisetal. (2014)states.Transhipmentsarebrought up as an important factor for goods ownerswhen assessing their transportationoptions as it has significant impact on the transportation cost. Depending on where thefacilitiesofthegoodsownersarelocated,thesuitabilityforIWTintheirlogisticsoperationsdiffer.Asoneoftherespondents(locatedinconnectiontoaport)explained,theiroperationalactivitiesarenot impactedbychanging fromroad transports to IWT,but justamatterofplanning. This demands a fixed schedule for departing IWT vessels. The availableinfrastructureandequipmentlocatedinconnectiontotheirfacilitymakesthispossibleandinthiscase,thenumberoftranshipmentcaninfactbereducedifthegoodsaretransferredtoIWT.Inthecaseofagoodsownerbeinglocatedfurtherawayfromaport,transhipmentstogetherwithanincreasedcomplexityforthefirstmiletransportationofteneliminatesIWTasanoption.Thisduetothepossiblepositiveeffectsbeingeliminatedbyhighercostsandadditionalroutes.The distribution between the transport modes is naturally unbalanced, where differenttransportoptionsaremoreorlesscompetitivedependingonthespecificcontext.Thefactthat road transportation holds many advantages from a goods owners’ perspective isreflectedinthegoodsflowmappingandasreliabilityisconsideredveryimportant,flexibilityandconnectivityinturnbecomescrucial.Flodén,Bärthel&Sorkina(2017)presentsamodelwithdifferentlayersoffactorsaffectingamodalchoice,wherecostconstitutesabenchmarkagainstwhichtheotherfactorsarevalued.Theymeanthatmodalchoiceisadecisionthatdepends on the combined performance of a number of factors where these factors areappointeddifferentimportanceforthedecision.Thecostofatransportationisnotalwaysdecisivewhereoneoftherespondentsmeantthat“theypayforthetransportqualityoffered”.However,apriceconsciousnessisalwayspresentfor the transport buyer where a higher cost must be motivated by a better transportperformance.Thisimplies,asIWTwillhaveahardtimecompetingonleadtime,flexibilityandaccessibility,thatthepricemustbecomelower.Itisnotastaticequationwithonecorrectanswer.Dependingon cost structures (fees), servicequality requirements, suitabilitywith

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existing infrastructure and equipment etc., the transport mode is chosen. If the contextchanges, thecombinedperformanceof the included factorsmay result in thatalternativetransportmodesbecomesprioritized.Traditionisalsosomethingthataffectscompany’stransportationsetup,asstatedbyGarberg(2016) and by some of the interview respondents. When a goods owner has dedicatedthemselves to one transport mode, there is an inherent aversion towards changing thistransportationsetup.Inorderforgoodsownerstochangetheirmind-set,achangeofcontextmusthappen,whereatleastoneofthetransportqualityfactorsmustchangeinorderforthecombinedperformancetofavourothertransportmodes,asoneoftherespondentsmeant.Respondentsexpressedthattraditionaffectsthemodalchoiceforgoodsownersingeneralandinparticularforthewoodandpaperindustry.Ingeneral,traditionaffectsallthemodalchoices,where road transportation has historically been prioritized in Sweden. The smallshareofIWTidentifiedinSwedentodayisbelievedtobearesultofthe“Swedishway”wherethehistoryhasdecidedthefuturepathtotake.ComparingittocountrieswhereIWTismoreestablishedandwidespreadadifferentapproachhasbeentakenwhereitisinsteadtreatedasanintegratedcomponentinthesystem.Thegovernancealsodifferswhereamoreactivecommitmenttowardsutilizingthewaterwaysfullycanbeidentifiedfromthestudy.Forthewoodandpaperindustryinparticular,oneoftherespondentsmeantthattheindustryisratherconservativeandreliesonalreadyestablishedtransportationsetups.ThisrelatestothewillingnesstotrynewoptionsintheformofIWT,whereastablebasevolumeisneededinorder togetprojectsgoing.Theneed foraprovenconcept is consideredbig, asgoodsownersseekreliabletransportationsetups,butinordertobeabletodisplaythetransportperformanceofsuchatransportsetup, thebasevolume isneeded.Astherealreadyexistprojectsaimedatusingtheinlandwaterwaysfortransports,theseneedtobepromotedandsponsoredtoshowtheindustrythattheirreliabilityconcernwillbetakencareofandtheirgoodswillarrivetothecustomersontime.AssustainabilityisabigpartofthereasontopromoteIWTinSweden,thepotentialcanalsobe highlighted froman environmental friendly perspective.During the interviewwith theshipping company, also responsible for producing new IWT vessels, sustainability of thetransportmodewasdiscussed.BronsandChristidis(2013)meanthatthedevelopmentoftheothertransportmodesisatamorerapidpace,puttingIWTvesselsunderpressure.However,therespondentexplainedthatthenewvesselsproducedare“beyondlegislation”,performingwellabovetherequirementsdemandedbyregulations.ThesevesselsuseLNGfuelswhichisthe reason for the better performance. Even though being 15-20% more expensive tomanufactureandthusalsomoreexpensivetopurchase,thereareindustrieslookingbeyondthepriceofavesseltobeabletoaligntheirlogisticsoperationswiththeirsustainabilitygoals.

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Electrification of the vessels travelling along the waterways is also possible which wouldstrengthenthetransportmodessustainabilityclaimevenmore.Thesocio-economicperformancecanalsobeimprovedbyestablishingnewIWTtransportsolutionswhere the interviewedconsultantsexplained thatwith the rightprerequisites inplace,positiveoutcomescanbegenerated.Thisalsopointsattheimportanceofstreamliningthesupplychaintoreducetheamountoftranshipmentsandstrategicallyplacethenodesinorderforthetransportstobeperformedeffectively.

7.2ContainerizationforIWT

With theunderstandingof containersbeing ahighpotential area for IWT in Sweden, the“ContainerCase”wasconstructedtohighlightsuitablegoodsforcontainersandhowtheycurrently are transported in the focus area. Looking into the factors affecting a containershuttle between Gothenburg and Kristinehamn, the report written by WSP (2015) haveconcludedthesituationbypresentingaSWOT-analysis(Seefigure3.5).The strengths are put forward as firstly a strategic location with proximity to availablevolumes of import- and export flowswith good connecting infrastructure. There are alsoalreadyestablishedterminalswithavailableportfunctions.Thesecanbeconcludedasmajorstrengthsandconsideredprerequisitesforfreightoperations.Theyarealsointernalfactors,asWiegmans&Witte(2017)suggest.Concludedtoalsoconstituteaprerequisiteforthisisacontainerdepotconnectedtotheport,tofacilitateemptycontainerpositioning,whichhavegoodpossibilitiestobeestablished.Withtheinternalfactorsinplace,therearealsostrengthsidentified as external factors which represent the collaborations between the shippingcompanies’activeintheregion.Opportunitiesarepresentedasthecapacityconstraints inthelandinfrastructuretogetherwiththeunderutilizedcapacityinthewaterways.ThisisexactlywhyIWThaslargepotentialtobeusedasameantoachieveamorebalancedtransportsystem.AsoneIWTvesselcarryingcontainerscanremoveupto130truckloadsfromtheroadinfrastructure,theopportunitiesareconsideredlarge.TherenovationofthelocksinTrollhättanhasalsobeendecided,wherethe capacity in turn will increase, giving even more incentives for establishing this IWTsolution.TheweaknessesandthreatsrelatestoallthefactorscausingIWTtonotbeconsideredatrulycompetitivemodeof transportcomparedto theothersasstatedbyMirceticetal (2017).ThesefactorsarealsoincludedinthebarriersandkeyissuesforIWTpresentedbyRogerson&Santén(2018).TherearepiecesofthepuzzlesthatneedtobeputinplaceforIWTtotrulyliveuptoitsfullpotential,whicharehighlightedindifferentwaysthroughoutthisthesis.Along-termavailabilityofgoodsvolumesisneededinorderfortheinitiators(seethefollowingsection)tobeabletodisplayprovenconceptfortheindustry,hopefullytoresultinachange

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intransportationsetupwhichisalsoneededfromtheindustry.Thisimpliestheimportanceofattractinggoodsvolumes,whichisconsideredasamaindriverfortheotherfactorstobeabletochangeinfavourofIWT.TheotherthreatsincludedintheSWOT-analysisrelatestotheIWTframework,anddiscussedinthefollowingsection.

7.3Thedecisionmakers

IWT solutions are available and potential for an increased utilization of the Swedishwaterways is undeniable. The question ofwhy the transport system remains unbalancedleadstothediscussionofhowtheframeworkcontrollingtherulesandregulationsaffectsIWT. In order to display this, the decision-makers are grouped into three different levelswherethefollowingmodelhasbeencreated(seefigure7.1):

Figure7.1.Modelofthethreelevelsofdecision-makers

● Level1:Authorities○ Europeancommission○ Swedishgovernmentwithpoliticians○ Transportstyrelsen○ Sjöfartsverket○ Otherinvolvedauthorities

● Level2:Initiators○ Shippingcompanies(AvatarLogistics)○ MunicipalitieswithfocusedIWTassociations○ Researchinstitutes(SSPA,authorsofthisthesis)

● Level3:Goodsowners○ Companiesgeneratinggoodsflows

Theauthorities inthefirst levelofdecisionmakingsets theoverall rules for thetransportsystem.Therulesandregulationsfortransportationisdecidedwheremissionsaredelegated

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totheotherauthoritiesinvolved,e.g.Sjöfartsverket.Aholisticapproachwhereaprosperoustransportsystemshouldbetheoverallgoalwheretheeffortsshouldbeaimedatachievingbalanceandutilizingtheinfrastructureinthebestpossibleway.TheexampleofimplementingtheNAIADES IIonlypartiallywith technicalalleviationson thevesselsdisplays insufficientefforts at trying to increase the utilization of the waterways. From the understandinggathered from this study, theholistic approach from the authorities is questionedby theauthors.Thesecondlevelrepresentstheinitiators.ThisiswheretheworkaimedatpromotingIWTisdone.AbigactorinthislevelisAvatarLogistics,activelytryingtoestablishlogisticssolutionsforIWT.Thisisalsowherethebiggestoptimismtowardsthetransportmodeisidentifiedandwhere the potential for IWT is trying to be captured. Such initiators play a big role inpromoting IWTandchanging therulesof thegame inorder tobeable tomeetcustomerdemandwithcompetitiveoffers.Includedherearealsomunicipalitiesactive in thepromotion,wherea self-interest foranincreaseduseoftheportservicesispresentastheportslocatedaroundlakeVänernandGötaÄlv river often are owned by the municipalities. Research institutes such as SSPA alsocontributeswith investigationsandresearchaimedatpromoting IWT,wherethis thesis isincluded.Thethirdandlastlevelofthemodelconstitutesthegoodsowners.Thesearetheultimatedecisionmakersofhowgoodsarebeingtransported.Asdiscussedinthebeginningofthischapter, their modal choice depends on several factors but with the right prerequisites,decisionswillbe taken indifferentwaysandalternative transportmodeswillprobablybeusedtoalargerextent.Thefirstlevelofdecisionmakersneedstoseetheunderlyinglevelsasanextensionoftheirownorganisationandfacilitatethenecessaryworkcarriedoutinthesecond level,which in turncanaffect thethirdandultimate level tomaketheir transportchoices according to what is needed to create balance in the transport system. Just asstreamliningasupplychain,thedifferentlevelsandtheirintersectionsneedtobefine-tunedtoachieveabetteroutput.

7.3.1Thepilotfeesystem

As accounted for in the empirical findings, the pilot fee system is affecting the economicperspectiveoftransportation.ItisclassifiedasaregulatorybarrierforanincreasedIWTinSwedenbyRogerson&Santén(2018).ThesituationofIWTinSweden,andspecificallyonlakeVänernandGötaÄlvriver,hasbeenexaminedinthisstudywherethisisahottopicamongthose whose daily work revolves around IWT. The respondent from one of the shippingcompanies explained that approximately half of his working time has been allocated toprocessauthoritieswiththeaimoffacilitatingIWTinSweden.ThisimpliesthelargeimpactthepilotfeesystemhasonthepotentialforanincreasedusageofIWT.

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Asthisisconsideredtobeoutsideofthescopeofthestudy,thatmainlyfocusesonthegoodsflowmapping, it couldbeargued that this topic thus shouldbedelimited.However, as itwouldbeunrealistic todiscussa futurepotential for IWTwithoutaddressingthepilot feesystem,itisincludedtothedegreeofwhereitisexplainedandconcludedtoneedrevision.Furtherinvestigationofhowtheframeworkshouldbecomposedisthereforedelimited.What can be concludedwithout digging too deep is that if Swedenwants to accomplishbalanceinthetransportationsystemandreduceexternaleffectsoftransportation,aholisticapproachmustbetakenwherethedifferentsystemsforthetransportmodesneedstobeintegratedasoneentity.Politicalprocessesareslowandtheadministrativeprocessesareineffective,whichtheactorstryingtoestablishgoodsflowsonthewaterways,arewellawareof.ThisresultsinlessactorswillingtotakeachancetotrytoestablishtransportationsetupsusingIWTtoanylargerextentthantoday.TherearegoodsflowssuitableforIWTtoandfromtheportofGothenburg,utilizinglakeVänernandGötaÄlvriver,buttherulesofthegameneeds to be changed in order for the transport system to become more balanced. TherespondentsadvocateanewclassificationofIWTtobeabletoachieveaframeworkimposingequalsharesoffeestoIWT,rail-androadtransportation.

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8.Conclusions

Thepurposeof this studywas to identify potential for an increasedusageof IWT in lakeVänern andGötaÄlv river, basedonexisting goods flows. To fulfil this purpose, researchquestionswere formulated,which have guided the project. The first research question isansweredby the goods flowmapping,where the three counties’ inbound- andoutboundgoodsflowshavebeenaccountedforinchapter4.Thisquestionaddressesallgoodsflowsonanaggregatedlevel,whereastherestofthestudyisfocusedonIWT.AcomparativeanalysisofthegoodsflowsbetweenthecountiesisalsopresentedinordertohighlighttheflowsintheareaaroundlakeVänernandGötaÄlvriver,thatprovidesunderstandingrelatedtothefirst research question. To provide a summarized answer to the first research question –“Whataretheinbound-andoutboundflowsinthecountiesofVärmland,VästraGötalandandÖrebro”,figure4.2answersexactlythis:

Figure4.2.Barchartofinbound-andoutboundgoodsflowinrespectivecounty

Research question 2a, “Which goods types are suitable?”, is answered by comparing thestatisticsofthemostcommonlytransportedgoodstypesbothinSwedenandinEuropeandthenmatchingthesewiththeincludedcommoditiesinthesecondarydata.26commoditieswhere identified as suitable for IWT. However, after investigation, roundwood can beconcludedasnottransferablegoodsflowsduetothegeographicallocationandnatureofthesourcingoftherawmaterialforthewoodandpaperindustry.Additionally,35commoditieswereidentifiedassuitableforcontainerisation,whichalsoprovidesinsightonwhichgoodstypesthataresuitableforIWT.Toanswerresearchquestion2b,“Whatpotentialgoodsflowsexistinthegeographicalareathat could be transferable?” the goods volumes has been summarized to approximately5.430.000tonnes,representing182.000roadtransports.Theanswertoresearchquestion2c

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“Whatpotentialisthereforcontainerisation?”,lieswithinthesenumbersaswell,wheretheconstructedcontainercaseintendstoassistthisinvestigation.Intotal3.900.000tonnesarecarriedbyroadtransportationinthecontainercase,representing131.000roadtransports.However, theseanswersareroughestimationsduetothedifficultyto identifyreasonableaveragesfordifferentflowsofcommodities.Research question 2d, “How do actors in the supply chain consider the use of IWT?” isansweredbychapter6wheretheinterviewsconductedarepresented.Itcanbeconcludedthat there is apositive attitude towards IWTandwith the rightprerequisites andprovenconcept,thereexistgoodsflowsthatcouldutilizethewaterwaystoahigherdegree.Question2abcdprovidestheinsightandknowledgeneededtoanswertheoverallresearchquestionsofwhatpotentialthatcanbeidentifiedforanincreasedusageofIWTinlakeVänernandGötaÄlvriver.Asthisstudyhasmainlyfocusedongoodsflows,sincebeingapartoftheworkpackage“goodsflowmapping”,themainfindingsshowthatthereareexistinggoodsflowssuitableforatransferfromtheroadnetworktotheinlandwaterways,ifbarriersandkeyissuescanbesolved.Theexactquantificationofthiscannotbepresentedthroughthisstudysincethereareseveralotherfactorsaffectingtherealpotential.This study concludes that there is undeniable potential for an increased usage of IWT inSweden,but that thereneeds tobestructural changesmade relating to theSwedish IWTframeworkinordertofacilitateabalancedtransportsystem.Thepotentialforanincreaseusage of IWT in lake Vänern and Göta Älv river is hard to quantify, due to the differentcontexts and different factors affecting their suitability for IWT. Reliability, flexibility,connectivityandcostaredecisivefactorsinfluencingthemodalchoiceforgoodstransportsandespeciallythesuitabilityforIWT.

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