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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.

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.

For the case of Sweden, this paper aims to determine how a range of different infrastructure fees and taxes influences modal split, port throughputs, air emissions, societal costs of greenhouse gas (GHG) emissions and air pollution, as well as logistics costs.

The Swedish national freight model is used to simulate a range of different proposed infrastructure fees, one by one and in combination. The volume of emissions of CO₂-equivalents, NOx, SOx and PM under the different scenarios is calculated in both volume and monetary terms, by applying national emission factors and EU values for external costs.

Road user fees are calculated to have the largest impact on the modal split, GHG emissions and air pollution. The impact increases slightly when road user fees are combined with higher fees for sea and rail and/or gate fees in all Swedish ports. The imposition of gate fees over €30 per truck in all ports leads to shifts in cargo to land-based modes and to ports outside Sweden. The logistics costs in Sweden are found to be three to ten times higher than the benefits of reduced GHG emissions and air pollution, although other benefits to society need to be considered as well.

Methods which attempt to evaluate alternative approaches to the internalisation of the external costs caused by transport need to be further developed. In particular, they need to encompass a more holistic perspective on “benefits to society”, other than merely reductions in GHG emissions and air pollution. To facilitate international acceptance and adoption, such methods require agreements to be reached on common definitions and routines.

The results can be used as basis for policy-making. They illustrate the environmental impacts of the fees and taxes one by one and in combination and to what extent these reinforce each other and should be co-ordinated.

The outcomes are relevant to national and international policymakers and authorities, as well as port authorities, shippers and transport companies who need to determine unilateral strategies on how to reduce GHG emissions and air pollution, without undermining their wider business objectives.

The approach is original in facilitating the testing of policies which impact on the transport system and the environment across different dimensions. The work has additional value in informing policy because of its use of Sweden’s national freight transport model.

The purpose of this paper is to identify current impediments to the competitiveness of the rail industry in the Australian non-bulk freight market.

A systematic literature review was adapted to identify the impediments and challenge themes from 1,081 studies available on the Australian rail industry. To select the studies relevant to the research question, a tollgate criterion was then deployed. Impediments were identified by a structured data synthesis process and a heuristic algorithm was developed to explore the possible relationships between the impediments and challenges.

Four major themes are apparent, each of which presents the rail industry with challenges in the non-bulk freight market. “Infrastructural inefficiencies and the need for further integration” was ranked as the main rail industry challenge, while “environmental concerns and the associated costs of externalities” was the least. In addition, across the four themes data synthesis identified 43 impediments from purely policy related to technical and operational aspects.

The major implication of this review is the identification of impediments that have no linkage to the four industry challenges as revealed by stakeholders in the literature. That means that the rail industry has been dealing with a number of issues that have not been explored and studied in depth either by practitioners or academics. The underlying elements of impediments in this group are perceived as managerial, organisational and leadership factors. The rail industry has failed to manage its organisational ties across the system, both horizontally and vertically. This issue has been intensified as the result of complex interactions between different transport modes and operators associated with the non-bulk freight sector.

For the first time in the Australian context, this study provides an en masse and summarised picture of impediments to the competitiveness of the rail industry in the non-bulk freight market by systematically reviewing the reports generated by different stakeholders in the last ten years. The outcomes will assist the rail industry and government to understand impediments impacting on the quality of rail freight services that may lead to collaboration on decision-making and investment strategies.

The purpose of this paper is to assess the future development of the transport sector in Europe.

Drawing on published sources of information and some expert views, the paper considers trends, drivers of change, possible scenarios and policy issues.

Transport demand for passengers and goods has grown consistently in the past and is expected to continue to do so in the future. Existing policies are unlikely to modify this trend or alleviate existing problems.

The paper is based on existing sources.

Decisions in a wide range of policy fields have implications for transport, which are seldom considered.

Questions the sustainability of continuing growth in transport demand and the adequacy of current policy.

Previous applications of the life cycle costing concept have approached the task as a mere extension of ‘conventional’ discounted cash flow. So while attempts have been made to identify all relevant variables over the entire lifespan of proposed capital investments, and subsequently attribute estimates to them, analyses have nevertheless stayed very much within the quantitative domain. This paper suggests it is possible to adopt a more sophisticated approach whereby qualitative elements of the decision are also incorporated into the analysis. Taking the example of a European commercial vehicle manufacturer operating in a developing country, it demonstrates the initial calculation of the crucial measure of cost per tonne/kilometre. It then goes on to indicate how, even in those cases where such a figure initially appears unattractive versus the offering of a competitor, the result can be ‘turned round’ to become the favoured alternative when other, less‐quantifiable, factors are incorporated into the analysis.

It is estimated that there are some 49,000 bridges throughout Great Britain which were not built to comply with national loading standards, introduced in 1922, or were built before the standards were introduced. Some of these bridges were assessed for their load‐carrying capacity in the early 1970s in a programme called ‘Operation Bridgeguard’. The Department of Transport is once more assessing older bridges in a three part programme to:

A successful project in Malawi designed to provide a viable method of short‐haul transport, in rural areas with poor infrastructure, for agricultural produce is described. The tractor plus two trailers unit that was developed was not only efficient but cost effective compared to other systems. It was also assembled and therefore could be maintained by skilled workers locally. The problems of raising capital for projects of this kind are discussed.

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.

The purpose of this paper is to provide a more comprehensive conceptualisation of supplier perceived value (SPV) in business relationships for B2B services.

An exploratory qualitative study was conducted amongst logistics firms in Lithuania, which are members of the Lithuanian National Road Carriers' Association (Linava). Data were derived from 13 interviews with senior managers.

SPV is proposed to be a higher order construct consisting of three value dimensions capturing the financial, strategic, and co‐creating value of a customer relationship, which in turn are determined by customer and relationship capabilities and competencies.

The proposed conceptualisation of SPV is based on generic literature and interview data derived from the haulage industry. While the key dimensions of the SPV are sufficiently generic to apply to complex B2B services in general, some aspects (e.g. proxies) might be specific to the context of this study.

The conceptual model of SPV can be employed by both service suppliers and customers. Service suppliers could utilise it as a tool to prioritise or segment customers, as well as for tailoring service packages to a customer's SPV profile. From the customer's perspective, the model provides a diagnostic tool to assess how important a customer is to a service provider and the level of commitment a customer can expect from a supplier. The study provides insights into the Lithuanian road haulage industry, which is of strategic importance for supply chains linking Western Europe with the Commonwealth of Independent States (CIS) countries and other Asian markets.

This paper redresses the imbalance in attention paid to value perceptions from the supplier side of the dyad compared with those of the customer. Unlike previous research, it stresses the importance of co‐creation value as a critical dimension of supplier‐perceived value of a customer relationship, in addition to financial and strategic value dimensions. It emphasises the interplay between knowledge, social and operational capabilities to co‐create value.