Svenska Aralsjösällskapet
6c.
Agriculture and food
The production, storage, distribution, eating, and management of food constitute one of the most important human impacts on the environment. At the same time, it is a most essential part of our everyday life and wellbeing. Agriculture covers 40% of the earth's total ice-free land area. It accounts for 70% of the global fresh water use, it emits more greenhouse gases than any other human activity, it employs 3/4 of the world's poorest people, and it feeds all of us. Agriculture is the key foundation of human civilization, and it is also where most of our present day development problems converge, such as poverty, hunger, environmental degradation and climate change.
Agriculture has developed dramatically. The production and care taking of harvesting, hunting, and fishing once was the main occupation in society. In a modern industrialized country, however, only some 2-5% of the population provides all food for the rest. Agriculture and fishing has been industrialized. The production from a hectare of land has been multiplied by new methods, new genetic varieties, and input of nutrients. These developments are still ongoing, e.g. using GMOs, genetically modified organisms. The GMO technique is by itself not a threat to sustainability of the environment; it is just a method.
Industrialized agriculture depends on linear material flows of nitrogen and phosphorus, which is unsustainable. Phosphorus, mined from a few deposits in the world, will as a non-renewable resource finally become emptied. Nitrogen produced by the industrial fixation of nitrogen gas requires large input of fossil energy and is thus also in this way non-renewable. The global nitrogen flow has due to this doubled and is unsustainable. Excess nitrogen and phosphorus from agriculture is today polluting the water in lakes, coasts, and the sea in many parts of the world, and it is causing serious eutrophication.
In contrast, traditional agriculture was carefully managing the circulation of nutrients by returning manure to the fields, composting all organic waste from the preparation of food, and also by returning human excrement to farmland. Among the many efforts made today to re-establish circular flows of nutrients, we see how manure, directly or as a residue after biogas production containing most nutrients, are being returned to fields; food waste in cities is collected; and sludge from wastewater treatment plants is used for fertilization. But it is insufficient and heavy metals and toxic organic chemicals too often pollute organic waste, e.g. sludge from wastewater treatment plants.
Modern agriculture produces an ever-increasing share of meat rather than grains and vegetables. In an industrial society, 80% of all we see growing on farmland is food for animals, and large parts of land are used as grazing land for animals. Meat in the menu has been increasing worldwide during the last 100 years, and in the western world it is still increasing. This is clearly unsustainable and in the future meat in our diet has to decrease significantly. The carbon footprint of one kg of beef is a hundred times that of a kg of potatoes. The excessive production of cheap meat depends on factory-like conditions, violating animal welfare. This is unethical, and it also leads to low quality food. Today in some countries it is increasingly limited by regulations.
In the western world, wasting food adds to the problem. In the EU, about 30% of all edible food is wasted, and in the US about 50%. In the US food costs are the lowest, wasting of food the highest and animal rights least respected. An important strategy to reduce the carbon footprint of food is to take care of food better and to reduce meat in the human diet.
In the Global South a major problem is that a high percentage of food is destroyed in storage, e.g. by mould and rodents, and that food is not distributed to those who needs it.
Seafood is an important part of the diet. Once, most human societies were located along coasts or rivers to secure seafood, fish, crabs, etc. Today also fishing has been industrialized, with partly terrible consequences. With modern trawls, sonars and refrigeration ships the seas have been vacuum cleaned; global peak fish occurred in the end of 1990s and several, formerly common fishes are today threatened species, e.g. tuna, swordfish, and eel. Regulations using fishing quotas have been introduced in many waters and have today led to the improvement of fishing in some European waters. It is a modern application of management of a common resource to avoid the tragedy of the commons (See Chapter 9). Aquaculture, especially of salmon, has increased dramatically, but as long as they are fed with fish from the sea it is not a sustainable practice.
Some new approaches have been introduced to increase self-sufficiency and food security. Organic farming and food is increasing rapidly in many places in the world. It relies on circulation of nutrients, limited or no-use of biocides, and secured animal welfare. In agroforestry, agriculture is conducted among trees, a system which preserves soil and water and is building new topsoil. Growing food in cities, urban agriculture, uses terraces, roofs and other areas to grow food. Most advanced is permaculture, which builds on ecological design principles, including growing your own organic food, use more rainwater, preservation of landscapes, restoration of ecosystems, and homes built from natural materials.
Food is a global commodity. This is in most cases not a serious concern as such, but it carries a transportation cost. An opposite trend is to increasingly buy food on local markets and from local producers. It leads to a more seasonal diet, often with higher quality and less cost for preservation.
Will there be enough food in the future? How will 9 billion people be able to eat without undermining the very basis for food production? The problem is aggravated by competition between food and energy crops, as well as the continuing degradation of agricultural land. Key changes are needed in this sector to achieve a transition to a sustainable society.
Materials for session 6c
Basic level
- Read Land and Productivity – Can the Baltic Region Feed Us All?
- Read Approaches to Sustainable Agriculture – Ecological Farming
- Read Carbon Flows and Sustainable Agriculture
- Read Urgent Call to Reduce Food Waste in the EU by Committee on Agriculture and Rural Development
Medium level (widening)
- Sustainable Agriculture Research & Education Program. A program of UC Agriculture & Natural Resources, University of California, Davis, USA.
- Read chapter 8, pages 65-81: Leaching Losses of Nitrogen from Agricultural Soils in the Baltic Sea Area
- Read chapter 27, pages 259-276: Consumer Demands: Organic Agriculture in Sustainable Agriculture
Advanced level (deepening)
- Study food losses in Global Food Losses and Food Waste – Extent, Causes and Prevention. Report to the Food and Agricultural Organization of the United Nations, 2011.
- Read How to Feed the World in 2050?. Report from a FAO convened three-day Meeting of Experts in Rome, 2009.
- Read World Review of Fisheries and Aquaculture. UN Food and Agricultural Organization, 2010.
References
Ebbersten, S. and B. Bodin. 1997. Food and Fibres – Sustainable agriculture and forestry. A Sustainable Baltic Region. Session 4.
Jakobsson, C. (ed.) 2012. Sustainable Agriculture. Ecosystem Health and Sustainable Agriculture, Book 1. Baltic University Press, Uppsala.
BUP Sustainable Development Course
6d.
Forests and fibres
Forests cover a substantial part of the land surface of the earth. In Europe, it is 44%, a figure that in Sweden and Finland increases to about 70%. About half of the forests in the world have been cut down during the development of human societies. Deforestation is still going on, now mostly in the Global South. This is serious since the tropical forests harbour a large part of the world’s biodiversity (See Chapter 6a). The boreal forests in Northern Europe are more monotonous.
Much of the existing forests have changed due to human intervention and are today more like monocultures, in the north of pine trees, and in the south of other economically interesting trees such as oil palm or fast-growing eucalyptus. In Europe, the only residues of the original large forest, which covered the continent, are found in Belarus and Poland. Nevertheless, forests remain an important part of the landscape and provide all kinds of ecosystems services (See Chapter 6a).
Forests are important for sustainable development. They can function both as sinks or sources of CO2 and other GHGs, and are thus an essential part of the climate change and the efforts to mitigate climate change (See Chapter 4b). Forests are growing slowly and for that reason they naturally bring in the issue of long-term management of a renewable resource. Concern for forest and forest survival led to the concept of sustainable development already in the 18th century (See Chapter 1a). Forests are a key natural resource for human society.
Forests constitute a renewable source of energy, a fuel. Wood was once the only source of energy in most societies. The excess harvesting of trees and bushes for cooking etc in some developing countries is a threat to proper land development. In western countries, wood as a source of energy takes several forms. Most important is traditional wood, but to that is added also wood waste or forest residues, such as branches and roots. The pulping liquor, or black liquor, from the processing of pulp, paper, and paperboard in industry represents about 50% of the material in wood. It contains lignin, which cannot be used for paper manufacturing. Waste paper and wood from constructions as well as residues from saw mills and other industries etc can be used as energy for example in district heating.
The use of bio energy in the energy mix of the EU and its member states is increasing. (See Chapter 4a). In Sweden, the figure is 32% and increasing. Wood biomass as pellets and wood chips is used in burners in individual homes and in power plants. Black liquor can be used directly, but is increasingly converted into biodiesel. So-called second generation biofuels rely on cellulose from wood being hydrolysed and subsequently fermented into ethanol. Paper and wood waste is burned in household waste incineration plants to produce heat and electricity.
Energy forests, also called short rotation plantations, are plantations of fast-growing species, e.g. Salix. They are harvested after 3–5 years, having reached a height of about 5–6 meters. Energy forest still represents only a small part of the bio energy market.
Wood is foremost a material for all kinds of constructions, from small objects to furniture and buildings. The technology of using sawed timber for building houses has improved dramatically during the last 20 years. Multi-storey and multi flat houses may today be built entirely by wood. This is an improvement compared to the use of concrete and plastics. Concrete production is causing some 5% of the world's CO2 emissions and need to be reduced. The transport of wood to the building site requires fewer efforts and energy, since wood is much lighter. The building time is also shorter for wooden houses, all making wood houses better economy. Finally, the end-of-life of a wooden building does not constitute a problem.
Wood is also the main source of fibres and chemicals used in all kinds of material. Most important is the production of paper, which uses the cellulose fibres in the wood, but also e.g. for insulation materials. The forest will also have to replace fossils for manufacturing. In a future without oil, the chemical industry (the largest industry sector in the EU) will need renewable sources for production of chemicals, including wood, to develop an entirely green chemistry.
Materials for session 6d
Basic level
- Read chapter 13, pages 166-170: Sustainable Forestry.
- Read chapter 17, pages 197-202: Biomass Production in Energy Forests.
- Study Białowieża National Park, the original European Forest
Medium level (widening)
- Read chapter 14, pages 171-178: Forestry in the European Union parts of the Baltic Sea region.
- Read chapter 15, pages 177-186: Forests and Forestry in Three Eastern European Countries.
- Read Land Areas and Biomass Production for Current and Future Use in the Nordic and Baltic Countries (pdf-file) by Nordic Energy Research (NER) research project.
- The World's Remaining Great Forests by Jessica Aldred, the Guardian.
Advanced level (deepening)
- Study multi-story wooden houses. Resources include:
Multi-Story Timber Building in UK and Sweden. In NZ Timber Design Journal. - Global Forest Watch – Forest monitoring designed for action.
References
Karlsson, I. and L. Rydén (eds.). 2012. Rural Development and Land Use. Ecosystem Health and Sustainable Agriculture: Book 3. Baltic University Press, Uppsala.
BUP Sustainable Development Course
7a.
A culture of mobility
Mobility is a main aspect of life. Many species travel extensive distances as parts of their annual or even daily life patters. We may remind ourselves of migratory birds, of herding animals moving for grazing land or carnivores roaming vast territories. Man seems to be such a mobile species. Just walking around is for many a pleasure in itself. More extensive travels such as hiking in the mountains, pilgrimages or “wanderings”, are for many a pleasure and enjoyment, for some the best in life.
Yet in our societies 100 years ago almost everyone was stationary. The dialects remind us of that. On the average, a person in Sweden (probably the same in most countries in the region) moved not further away than 1 km a normal day, typically by foot. Today this figure, the extent of mobility, is closer to 35 km per day and almost twice as high for those – especially middle-aged men – with the highest mobility. On average, we travel close to one hour per day. It appears that this time is fairly constant over time, but the distance covered increases with faster cars, buses, trains, flights and better roads. Mobility has been increasing faster than GDP in many countries, and it is still increasing in e.g. the three Baltic States and Poland. When we have more money, we use much of it for travel.
There are many advantages of mobility. Better possibilities to travel means that an individual may more easily meet friends and family, take an attractive job further away, and visit distant shops, and sport events. These possibilities are highly valued by many and increase our quality of life and freedom. To be able to travel, to visit interesting places, enjoy sun and beaches and relax is a most favoured possibility in the welfare states where many have economic means and are healthy. In Sweden some 350,000 individuals travel to Thailand for holiday each year, to be compared to one or two generations ago when the typical destination was somewhere in Sweden, followed by the Mediterranean one generation ago.
Mobility is of two kinds. So-called forced mobility is travelling which is not wanted by the individual, but required for work and needed social services. Most typical, this includes commuting between home and work. Travelling as part of the job is also increasing rapidly. Voluntary mobility is travel chosen by the individual, for example in connection with free time and tourism. Voluntary mobility, especially for tourism, is an important part of most peoples’ lives.
Tourism is one of the most rapidly increasing sectors of our economy. Tourism requires travel. So-called sustainable tourism seems not to include travels in their concept, as it is dealing mostly or only with what is happening at the tourist site. Most people select the cheapest way to travel, which for longer distances almost always is by air. Air travel increases very rapidly. It is also the most polluting in terms of emissions of carbon dioxide and other GHGs per person kilometre. We see a small increase in long distance train travel, which has much fewer emissions. How to make tourism more sustainable is a very difficult challenge.
Mobility may mean different things, from walking, travelling by bike, rail, boat and air, but today mobility is completely dominated by car use. Within the European Union (EU 27) about 85% of all kilometres travelled are by car. In interviews, most people refer to comfort and speed as the reason for using a car. It is interesting that those preferring other modes of transports from bikes to trains also refer to comfort and speed when asking why they prefer this mode of transport. But car ownership certainly has more dimensions than practical for transport. For many, a car symbolizes freedom, independence, and status.
Car ownership increases in society, with economy up to much more than one car per household. Cars are many, and it shows in the larger cities as congestion up to the point when car use becomes difficult, and restrictions have to be introduced by authorities. Some cities (e.g. Stockholm, Oslo, and London) restrict car use by a tax on entering the city. If all German cars were on the roads simultaneously, the average distance between them would be 12 meters. Cars are also a major factor on the economy of our societies. If sales, repair, fuels, insurance etc are all included it totals some 10-15% of the economy of Western Europe and a large share of all work opportunities.
The increased preference for cars has obvious consequences for how our cities, villages, and countryside looks like. The mobility infrastructure is a key feature of our societies. Traffic-scapes are dominating our outdoor environment, especially in cities but also in countryside. In cities this is mostly negative for culture and the architecture, possibilities to meet and social relations. In cars, people are isolated and do not interact. “Reclaim the cities” is a counterforce; the increased number of car-free city centres as well. In the countryside, roads and railroads are cutting off mobility for animals, and reduce biodiversity. It is sometimes attuned by animal tunnels and bridges.
The high level of mobility has large costs and is at present not sustainable. The three most serious consequences are environmental impacts, energy use and a high level of accidents. Each of these is multifaceted, serious, and difficult to reduce. Today, these costs have increased far beyond what is sustainable. Instead, it appears that mobility and travel is one of the largest, perhaps the largest, challenge in the transition to a sustainable society.
Car traffic is mainly responsible for these effects. It is a large consumer of oil. The transport sector accounts for about 40% of GHG emissions in Western Europe, a share which is increasing. Ways to make transport less dependent or even independent on fossil fuels are thus necessary. Pollution of air by car exhausts is also serious and causes large negative health effects. The rate of accidents in the transport sector is serious. In the EU25, 44,000 fatalities occurred in road traffic in 2004, and very many more were seriously injured.
But there are other ways to move than by car. Biking has many advantages over car traffic, but of course do not compete at longer distances. Public transport, when functioning properly, is as well a more sustainable alternative. Choosing these means of transport over car is very much a question of mobility lifestyle. In larger cities in the world it appears that there is a new trend as car ownership is decreasing slowly since a few years.
Materials for session 7a
Basic level
- Read: The Challenges of Mobility
- Read How and Why – The Development of Mobility
- Read The cost of transportation – energy and environmental impact
- Steps to improve sustainable mobility (at youris.com)
Medium level (widening)
- Exploring Mobility Solutions - Civitas. The Civitas EU project is a resource for a long series of EU projects for Sustainable mobility.
Advanced level (deepening)
- Read Approaches to Sustainable Mobility
- Read Life-Style and Mobility
- Read the Global Plan for the Decade of Action for Road Safety 2021-2030 (UN United Nations Road Safety Collaboration and other stakeholders).
References
Tengström, E. and M. Thynell. (eds.) 1997. Towards Sustainable Mobility – Transporting people and goods in the Baltic Region. A Sustainable Baltic Region. Session 6. Baltic University Press, Uppsala.
BUP Sustainable Development Course
7b.
Means of mobility – technology and systems
Since the environmental impacts of transport are so large, the means we use to transport ourselves or our goods are of key importance. There has also been a considerable development of the technology of transport. Equally important is the development of transport infrastructure as well as the organization of transport and its alternatives from walking, biking, cars, public transport to information technologies. Many approaches to sustainable mobility rely on technical developments, such as green cars, or organizational developments, such as design of urban transport. These issues will be addressed in this subsection.
As car travel is so dominating in our present system, the development of the car is crucial. There are some fundamental shortcomings of the present conventional car. It depends on fossil oil; it is comparatively heavy, often close to one tonne; the air pollution caused by cars is serious; cars are noisy especially at higher speeds and take much space in cities, etc. Environmentally better alternatives to the conventional car are those using less fuel, either because of being diesel, or smaller, and those using alternative fuels, such a bioethanol or biogas.
In a conventional car, the combustion motor is very inefficient. Typically, some 18% (petrol) or 22% (diesel) of the energy in the fuel is used to move the wheels. The rest becomes heat. In an electric car this efficiency is much higher, at best case closer to 80-90%, which is, about four times as much as the combustion engine. That is why in a sustainable transport system, electric cars are expected to be an important component. The largest difficulty today is the means to store electricity, the batteries. The best cars today allow about 150 km until batteries need recharging. This is not necessarily a serious shortcoming, since the large majority of car travels are much shorter. Recharge of electric cars may be done at home, for plug-in cars, at charging stations or by fast exchange of batteries. There are also hybrid cars (electric and combustion), using electric the motor for the many small trips and the conventional for longer ones. A sustainable electric car requires of course that the electricity used is renewable.
Also, the combustion motor car has been made more sustainable by using renewable fuels. The biofuels include biogas, bioethanol, and biodiesel. In some situations, the use of biofuels may be the best alternative. When food waste and other organic waste in a city are used for biogas production, it may be sufficient for all city buses, thus establishing a sustainable recycling system. Large-scale production of bioethanol is only sustainable if it is not using fossil fuels during production, or it is competing with other more important uses of the crop. Bioethanol is today the dominant biofuel but is not considered to be a long-term solution. Similar considerations are valid for bio diesel. Both are today mixed in standard fossil fuels to decrease CO2 emissions from traffic.
A large part of the energy consumption in cars is caused by friction between the tyres and the road. That is why rail traffic is energy-wise so much better than road traffic. Electric vehicles on rail, trains and trams, are the most energy-efficient way to move both people and goods on land. A well functioning metro, tram, and local train systems are important components of a sustainable transport system in a city. Train traffic is also the best alternative for freight traffic on land. Fast trains have the possibility to replace much air travel without much time loss and much comfortably running from city centre to city centre, with dramatically reduced environmental impact.
Air traffic only accounts for only about 1% of total travel, but still about 800 million passengers were carried by air in 2010 in the EU-27. Air traffic has the largest environmental impact per person kilometre. There are small possibilities to reform air traffic into a more sustainable system, although research is ongoing to produce biofuel for aeroplanes from wood. The most reasonable development now is to substitute shorter air travels by fast trains, and use more ICT for business meetings.
Boat traffic is expanding fast, both for business and pleasure. Environmental impacts from boat traffic include emissions of carbon dioxide and acidic SOx, especially from the use of oil with high sulphur content. There are also many cases of toilet and other organic waste emitted right into the sea. Regulations to reduce environmental impacts of boat traffic are much needed, but only slowly implemented.
Obviously, transport would be more efficient if more people would share the same vehicle. This is done in public transport. Here the emissions per person kilometre is drastically reduced both when bus is used, and even more so in train or tram. Traffic infrastructure would be much better with more public and less private transport, and congestion would diminish. Research suggests that most important for good public transport is to avoid waiting and time lags.
Halfway between private and public transport is car sharing, that is, when a group of people, e.g. living in the same neighbourhood, have a number of cars together, a so-called carpool. Car sharing has many advantages. The cars are used more when compared to private car, the maintenance of the cars may be organized in a way so that each user is not concerned. If car sharing is a good alternative depends on the situation for the individual, but car sharing is increasing in big cities, and the number of cars in big cities are decreasing in many countries.
Biking has many advantages as means of transport. There are no emissions, the infrastructure needed for biking (bike paths and parking) is small, the costs are small compared to cars, it is healthy for the individual, and many bikers like to be “outside”, rather than inside a car or bus. Most bikers do not travel long distances. Mean speed of biking is about 20 km; in 20 minutes you travel some 6 km. Biking in cities are on the increase, also in large cities, e.g. Paris and London, and in others, e.g. Copenhagen and Amsterdam, it is established since long. In Stockholm, 150,000 commute daily to the workplace by bike, a figure expected to double in ten years. There is a huge untapped potential for biking in cities in Central and Eastern Europe.
Walking is of course positive both for health and environment. The recommendation is that each one of us need to take about 10,000 – 12,000 steps daily to keep healthy. This corresponds to about one hour of walking a day, which will take you about 6 km.
Urban planning based on car use does not promote sustainability. Shopping malls designed after American models assume that almost all customers use his/her own car. A consequence is that small shops in the city centre have difficulties to attract customers and may be forced to close. This makes the city centre less alive and interesting. Small shops have higher prices, but then the costs of car use are not included in the comparison. In city centres, car free areas are increasing, which is not negative for shop owners.
The most sustainable alternative for mobility is not to move at all. This has become a realistic alternative with the development of information and communication technologies, ICT. Many business meetings can now be made using video conferencing via the Internet rather than travelling. This was illustrated in the months after the September 11 when air travel decreased drastically and many business trips were substituted for by ICT. Even if a small share of trips are substituted for by ICT, it would be important, especially for those where long distance travel is needed. A related phenomenon is “working home” strategies using computer and phone. Many office workers work in home one day in a week, which reduced commuting by 20%, which is significant. Savings when reducing travel is triple: time, costs and emissions.
Materials for session 7b
Basic level
- Read chapter 6: Technical Solutions – Improved Transport Technologies
- Read chapter 4: Poland – The Private Car and Public Transport in Conflict
Medium level (widening)
- Read A Sustainable Future for Transport: Towards an integrated, technology-led and user-friendly system (EU Commission report)
- International Association of Public Transport, UITP
Advanced level (deepening)
- How Electric Cars Work in Howstuffworks by Marshall Brain
- The UITP Sustainable Development
References
Tengström, E. and M. Thynell. (eds.) 1997. Towards Sustainable Mobility – Transporting people and goods in the Baltic Region. A Sustainable Baltic Region. Session 6. Baltic University Press, Uppsala.
BUP Sustainable Development Course
7c.
Freight
Freight is the transport of goods from one site to another. International freight is part of trading and, national freight of business operations. Freight and international trade has been part of our societies since our deepest history. In the Baltic Sea region, we had the Hansa as a medieval trading network. Today it is the European Union in which free trade is part of the four freedoms – free mobility of people, goods, services, and money – as its fundamental goals. Trading increases since several years, with about 6% annually in the Union. With globalization, transport routes are also increasingly global: We eat bananas from Guatemala, lamb from New Zealand, drive in Japanese cars, and our toys are made in China.
The original reason for trade was to distribute goods from one place to another, where it did not exist. Today this is still valid, but much more important is that business reduces costs by allocating the manufacturing of goods or other kinds of production to places where it is most advantageous, mostly because of cheaper labour. As the cost of freight in general is low – on average about 6% of the price of a product is due to transport – this relation is expected to continue, at least until the cost of transport increases. Today, road transport in the EU is increasing faster than GDP.
Transport and freight have costs, many of them not included in the price. They mostly depend on the use of fossil fuels in cars, trains, ships, and aircraft. To this is added air pollution, especially from ship transport, which too often uses dirty oil, but also by cars. Freight traffic is dominating our traffic infrastructure and requires even more expansion of roads. Trucks cause road accidents, congestion, and ships cause oil spills. The costs of these are mostly external, that are not included, in the price of the products. Environmental costs of transport were estimated to be 500 billion Euros for 19 member states in year 2000. Emissions of CO2 caused by road transport increased 17% between 1995 and 2005. In Western Europe, 73% of total land freight transport was on road in 2005.
Which are the possibilities to increase the sustainability of the freight sector? Obviously, it cannot continue to grow forever. Probably this requires that the costs for services have to be more equal in different parts of the world. Consumer pressure to buy items, which are locally produced, is another factor most important for food. The solutions are much seen as technical rather than decreasing transport. Increase of train use, use of electric powered trucks, e.g. by having electric cables along main routes is a much discussed option, as is improved organization.
The freight sector itself may also organize itself in ways that drastically reduces emissions and pollution. Thus, moving transport from roads to railroads is an important step, especially if the trains use renewable electricity. A way to do this is to use so-called intermodal transport. This means that goods may use several modes of transport – road, rail or ship – during its journey. The standard container allows goods to be packed in containers, which may be moved from car to rail to boat to car. The shift from one mode to another occurs at intermodal junctions. To make intermodal transport a future standard for goods handling is now EU policy.
Materials for session 7c
Basic level
- Read Freight Transport – How to Make it Sustainable
- Read Roadmap to a Single European Transport Area — Towards a competitive and resource-efficient transport system (EU Commission report)
Medium level (widening)
- Read A Sustainable Future for Transport: Towards an integrated, technology-led and user-friendly system (EU Commission report)
- Greening Transport Package – Frequently asked questions
- Read 12 Trends That Will Drive the Future of Transport
Advanced level (deepening)
References
European Commission. 2009. A sustainable future for transport — Towards an integrated, technology-led and user-friendly system. Publications Office of the European Union, Luxembourg.
Tengström, E. and M. Thynell. (eds.) 1997. Towards Sustainable Mobility – Transporting people and goods in the Baltic Region. A Sustainable Baltic Region. Session 6. Baltic University Press, Uppsala.
BUP Sustainable Development Course
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