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The objectives of this paper are to estimate the annual Malmquist TFP(total factor productivity) index of Korea and China’s road freight transport with DEA(data envelope analysis) and to decompose the index into technical efficiency change and technology change. In the process of the estimation, we used labor, capital, and fuel as input factors and ton-km of road freight transport as output factor. The panel data of Korea and China’s road freight transport industry from 1985 to 2004 are used. The results of the analysis show several points. First, there was no significant improvement in China’s TFP growth before 1997, but there was continuous growth in TFP since 1997 because of constantly increasing domestic freight transport demand. Second, there was downward trend in Korea’s TFP, especially there was a large reduction of productivity in 1998 because of the huge reduction of road freight transport demand during the period of the economic crisis. Third, the technology improvements play a significant role in the TFP growth and the technical efficiency had negative effects on the TFP growth of Korea. However, the technology improvements as well as the technical efficiency had positive effects on the TFP growth of China’s road freight transport industry.

The volume of road freight movement in the UK has more than doubled over the past 25 years and its present growth is considerably exceeding official forecasts made in 1984. An attempt is made to explain why this growth has occurred, taking account of the close relationship between tonne‐kilometres and economic growth and outlining several spatial processes likely to have contributed to freight traffic growth. The spatial concentration of economic activity is identified as the dominant influence. The growth process appears to have undergone a major change during the 1980s, with the increase in average length of haul easing and the earlier downward trend in freight tonnage being sharply reversed. The implications of these recent trends for future freight traffic growth are discussed and an assessment made of the likely impact of the Channel Tunnel and deregulation of international haulage on the volume of road freight movement in the 1990s.

Road freight carbon dioxide (CO₂) emissions are determined by a complex interaction between shippers and hauliers within the boundaries set by regulations and economic factors. It is necessary to gain understanding about the various driving forces and trends affecting these to promote low carbon future. The purpose of this paper is to find out what factors affect the long-term future development of road freight CO₂ emissions and whether the long-term emission targets will be achieved.

An international comparison of similar Delphi surveys is carried out in Finland, Norway, and Sweden.

The Delphi surveys indicate that the structural change of the economy, changes of consumer habits, concerns of energy and environment and changes in logistics practices and technology are the overarching trends shaping the future of the energy efficiency and CO₂ emissions of road freight transport. The expert forecasts for Finland and Sweden highlight that reaching the carbon emission target of 30 per cent reduction for the year 2030 is possible. However, the CO₂ emissions may also increase significantly even though the CO₂ intensity would decrease, as the Norwegian forecast shows.

This study combined quantitative and qualitative analysis. The results confirmed that similar factors are seen to affect the future in all three countries, but with some national differences in the likely effects of the factors. Future research using the same methodology would enable wider analysis of the global significance of these driving forces.

Economic growth is defined as growth in the capacity to meet individual and collective consumption demands. Decline in economic growth for a longer period (i.e. recession) occurs as a part of the “The Limits of Growth” concept. During such an economic crisis, three policy concepts can be implemented: “austerity”; “business as usual”; and “fiscal stimulus”. The purpose of this paper is to examine the economic response to the 2008 recession, in the area of sustainable transport system development, in Europe.

The study assesses and identifies the need for investments in transport infrastructure, in particular rail, to remove barriers to developing a sustainable multimodal transport system. Towards this, by analysing secondary data collected from relevant online sources, the paper explores the prospects for sustainable rail freight transport development in Europe, during the recession period. For this, eight EU countries were selected, based on the length of railway lines in use: France, Germany, Italy, Poland, Romania, Spain, Sweden and the UK.

Investment in five transport infrastructures were examined – road, rail, IWT, maritime ports and airports – and the research finds that overall, the “austerity” policy was implemented for investment in rail infrastructure, whereas a modest “stimulus” policy can be observed for investment in road infrastructure. The average investment in IWT infrastructure had a “stimulus” policy, whereas the average investment in Maritime port and Airport infrastructure suggests a “business as usual” policy. Of the various approaches taken in the recent recession period, European rail transport appears to have fared least well.

To some extent, the research is limited by lack of some data (e.g. data unavailability on the UK airport infrastructure investment from year 2006).

The findings of the research will encourage policy makers in national government to invest in sustainable transport infrastructure.

The study suggests that there is a lack of uniform policy response to the recession, in terms of investment in transport infrastructure, and that there is a significant difference between the policy goals set by the EU – modal shift from road to rail and/ IWT to develop a sustainable transport system – and their practice. The author argues for an integrative, common and action-oriented approach to sustainable rail freight system development, by European countries, to develop effective, Europe-wide rail freight corridors, under schemes such as Horizon 2020 and Shift2Rail.

The purpose of this paper is to present the results of South Africa’s national freight demand model and related logistics cost models, and to illustrate the application of the modelling outputs to inform macrologistics policy.

Spatially and sectorally disaggregated supply and demand data are developed using the input-output (I-O) model of the economy as a platform, augmented by actual data. Supply and demand interaction is translated into freight flows via a gravity model. The logistics costs model is a bottom-up aggregation of logistics-related costs for these freight flows.

South Africa’s logistics costs are higher than in developed countries. Road freight volumes constitute 80 per cent of long-distance corridor freight, while road transport contributes more than 80 per cent to the country’s transport costs. These challenges raise concerns regarding the competitiveness of international trade, as well as the impact of transport externalities. The case studies highlight that domestic logistics costs are the biggest cost contributor to international trade logistics costs and can be reduced through inter alia modal shift. Modal shift can be induced through the internalisation of freight externality costs. Results show that externality cost internalisation can eradicate the societal cost of freight transport in South Africa without increasing macroeconomic freight costs.

Systematic spatially disaggregated commodity-level data are limited. There is however a wealth of supply, demand and freight flow information collected by the public and private sector. Initiatives to create an appreciation of the intrinsic value of such information and to leverage data sources will improve freight demand modelling in emerging economies.

A spatially and sectorally disaggregated national freight demand model, and related logistics costs models, utilising actual and modelled data, balanced via the national I-O model, provides opportunities for increased accuracy of outputs and diverse application possibilities.

Aims to redress a research gap on green issues through its focus on consumer perceptions of environmental nuisances arising in a service setting (freight transport). Presents the results of the preliminary stage of a large‐scale study, which consisted of semi‐structured personal interviews with members of the general public. Following a descriptive comparison of nuisances arising from road and rail freight transport, tests a number of hypotheses generated from the limited available research on socio‐demographic and situational factors which are likely to impinge on individuals′ perceptions of environmental nuisances.

The Swedish government is likely to implement longer and heavier road freight vehicles, so-called high-capacity vehicles (HCVs), in the near future. The purpose of this paper is to analysis the expected effects on the whole transport system regarding tonne-kilometres, vehicle-kilometres on road, CO₂ and socio-economics with three possible implementation strategies (HCVs on all roads, a designated road network and a designated road network with a kilometre-based truck charge) and two vehicle types (74 t/25.25 m and 74 t/34 m).

Calculations are based on two well-established scenarios for transport development in Sweden. Changes per tonne-kilometre are modelled for ten product groups with considerations taken to their transport networks. Socio-economic effects are analysed using the net present value rating method over a 40-year period.

The study shows the increase in demand for transport and the modal shift, from rail and sea to road, in terms of tonne-kilometres, vehicle-kilometres and CO₂ emissions for three implementation strategies of HCVs in two scenarios. All implementation strategies show a positive social net-benefit with the introduction of HCVs.

The results reveal potential benefits to the implementation of HCVs. The results are limited by possible over/under-estimations of effects considered in the calculations, due to uncertainties and assumptions.

The results highlight expected levels of modal shift and induced transport for different HCV implementation strategies and how they depend on transport and climate policies and the expected growth of tonne-kilometres.

The calculations consider socio-economic effects, particularly from increased CO₂ emissions due to modal shift and induced traffic, which is lacking in previous studies. To balance conflicting economic and environmental goals, the findings indicate that the implementation of HCVs could be accompanied by other policy measures. The findings are based on the Swedish context, but the model can be adapted to other countries or regions and to study other freight transport reforms.

This article aims to describe a qualitative, exploratory study with the objective of developing scenarios for the road freight transport industry in Brazil and evaluating the effectiveness of the method applied, which used the stakeholders of said industry as a means to identify the variables of the scenarios.

According to the classification scheme developed by Huss and Honton, the authors' method fits into the intuitive logics approach to scenarios, employing concepts of stakeholder analysis as proposed by Freeman. Primary data collection was conducted through key informant interviews, as outlined by Fetterman. The use of the method of intuitive logics combined with the stakeholder analysis evaluates the consistency of experts' opinions on the characteristics of stakeholders. Four environmental scenarios, distinct but equally plausible, were generated for the road freight transport industry as it was felt that more than four scenarios tends to be too complex.

The method applied produced scenarios distinctive enough to classify them as contrasting, accounting for macroenvironmental variables and variables determined by influential stakeholders in the analyzed industry. Organized and connected, these variables produced precise end states that warrant consideration in the policies and strategies of industry players. The characteristics of the scenarios produced reveal that the method was effective. The authors found the most influential stakeholders in the industry to be the government, shipping clients, end consumers, logistics service providers, and trade associations. The industry's main uncertainties are tied to how the actions of government, shippers, and logistics service providers will unfold.

Some limitations could be identified in the method. One refers to the absence of procedures to govern the chronology of events at the time of preparation of scenario plots. Another shortcoming is the third and final stage of the research; the authors observed some weakness in the method when defining a variable that is independent because it can be independent of the variables selected for the last step but dependent on others considered but not selected.

The results of the study can stimulate reflection of stakeholders on factors that will affect their decision making, stimulate understanding of the conditions for sustainability of the industry, and identify business opportunities and necessary strategic resources for the success of organizations in the future.

The transport industry plays a vital role in factors that are paramount for the economical development of a country, such as exploration of resources and mass production, and, in Brazil, road freight transport is of particular importance. The research can guide public policy in regulating and investing in industry, since the plots facilitate the understanding of the consequences of causal relationships as well as the final states resulting from these. The scenarios reveal causal relationships strongly influenced by the stakeholder “government”, especially regarding investment in infrastructure, regulation and supervision of the industry.

Application of the method proposed by Boaventura and Fischmann to the road freight transport industry generated distinct, but equally plausible scenarios. The method considered the key uncertainties as dichotomous variables. The scenarios were different since combinations of final states of the key uncertainties led to a different logic or rationale. The authors may state that this particular application contributed towards improvement of the method, as it tested the method's logic when applied to a complex environment influenced by many stakeholders.

The purpose of this paper is to investigate empirically how information and communication technologies (ICT) can contribute to reduction of CO₂ emissions in road freight transport and to identify opportunities for further improvements.

This research adopts a multiple case study approach with three leading UK grocery retailers as exemplars of fast-moving consumer goods retailers, conducted using multiple data collection techniques including interviews, system demonstrations, onsite observations and the use of archive information.

ICT solutions have a direct positive impact on CO₂ emissions reduction but opportunities to further reduce CO₂ emissions are perceived as lying beyond retailers’ own distribution networks. These opportunities are not fully utilised due to the complexities of collaborative ICT provisions and retailers’ reluctance to share information with competitors.

A limitation of the study is that it is exploratory and only three cases were examined. Even though these three retailers represent over 60 per cent of the UK grocery retail sector, other retailers may deploy significantly different ICT applications.

The research provides an overarching insight for businesses on how to leverage the existing and emerging information technologies for environmental and economic benefits.

While sustainability issues have received increasing attention recently, the role of ICT in freight transport for CO₂ emissions reduction has not been investigated in depth and its impact is largely unknown. This research advances understanding about how ICT contributes CO₂ emissions reductions and provides a framework for further investigation.

Road freight transportation companies need to take advantage of information and communication technologies to develop capabilities. This study proposes a framework to guide road freight transportation companies to achieve data visibility in their operations by developing such capabilities. By proposing this framework, this research contributes to literature and practice, highlighting the capabilities and the respective supporting technologies for improved data visibility in road freight transportation.

A mixed-method approach is used to develop the framework, considering three methodological steps. In phase 1, the capabilities are identified in the literature and validated by experts. In phase 2, an empirical assessment of cause–effect relationships between capabilities is performed using a multiple case study and DEMATEL. Lastly, in phase 3, an analysis of the cause model and significant associations is conducted to enable the development of the framework. In addition, the proposed framework was validated by the experts interviewed.

The results provide a framework that explains the link between the technology-enabled data visibility capabilities in road freight transportation operations. In addition, a pathway was established that road freight transportation companies could follow to achieve data visibility in their operations by developing such capabilities.

This work develops the first framework that provides a path for data visibility in road freight transportation operations from adopting certain technologies. The insights are compelling for researchers and practitioners to optimize the decision-making process for adopting technologies and developing capabilities related to data visibility.