The purpose of the study is to calculate a suitable mileage for intermodal transports for Sundsvalls Logistikpark. The study was carried out by collecting costs for intermodal transport and truck transport over the distance of 350 kilometers in 2018. Subsequently, a new cost analysis has been produced on the same mileage which is based on the cost increases that have taken place in 2022. The study has resulted in a new break-event point with a mileage of 270 kilometers for the year 2022. Sensitivity analysis was done on four different scenarios based on future assumptions about energy prices and fuel prices. The sensitivity analysis resulted in four different breakeven point distances for the different scenarios. / Studiens syfte är att beräkna en optimal körsträcka för intermodala transporter för Sundsvalls Logistikpark. Studien har gjorts genom att samla in kostnader för intermodala transporter och lastbilstransporter på avståndet 350 kilometer år 2018. Därefter har en ny kostnadsanalys tagits fram på samma körsträcka som är baserad på dom kostnadsökningar som har skett år 2022. Studien har resulterat till en ny break-even punkt med körsträckan 270 kilometer för år 2022. Känslighetsanalys gjordes på fyra olika scenarier baserade på framtida antaganden om energipriser och bränslepriser. Känslighetsanalysen resulterade i fyra olika brytpunktsavstånd för de olika scenarierna.

In 2018, the Swedish Government developed a new freight transport strategy. The strategyemphasizes that climate-friendly modes of transportation should be used to a greater extentfor freight transport. Intermodal transport, where unit-ready goods are transported with acombination of transportation modes, has been proposed as one of the solutions. As part of thework with the new strategy, the Government has commissioned the Swedish TransportAdministration to investigate what obstacles there are to intermodal transport, and toinvestigate whether there are any technical solutions or innovations that can increase the useof intermodality. The purpose and aim of this work have been to support the SwedishTransport Administration with their assignment from the Government by compiling thebarriers and technology of intermodality.By conducting a thorough examination of previous research and reports of intermodality,mainly railway and maritime transport, together with an in-depth interview with a Professor inthe subject, several different angles and views on the subject have been gathered.The results show that there are several areas in the industry where problems have beenidentified. Regulations and organizational structure, the limited area of competition andtransfer potential, the quality of the infrastructure and the location and costs of the terminalsare the main barriers to intermodality in Sweden today.It is possible to use technical solutions or other innovations to help minimizing one of theobstacles, the location of terminals and costs. These can for example be horizontaltranshipment technology, autonomous transhipment technology, IT systems and simulationtools or innovative network structure and location of terminals.Although there are plenty of ideas of new technology and solutions, few of these come intoproduction. One of the problems is the users/company’s uncertainty about investing inprojects that they do not know will be profitable. Standardized dimensions also present anobstacle to the technology which then must be adapted to current dimensions and strengthrequirements. There must also be a policy at international, national and local level with acommon goal that encourages the use of new technology.Most of the obstacles identified cannot be solved quickly and easily by introducing newtechnology. Instead, authorities and actors in the industry need to review their priorities andcommunicate with each other in order to come up with common solutions.

Vattenburen kollektivtrafik tenderar att ha längre bytessträckor än buss och spårtrafik. Då långa byten kräver mer av resenären är uppsatsens syfte att undersöka hur bytet till och från pendelbåtar kan se ut vid en för trafiken större bytespunkt. Därigenom kanske vi kan lära oss mer om resenärens informationsbehov vid byten över längre avstånd. Därtill har målet varit att presentera rekommendationer som kan stärka förutsättningarna för vattenburen kollektivtrafik, med särskilt fokus på bryggan (angöringspunkten) vid Klara Mälarstrand och den närliggande järnvägsstationen Stockholm Central. Arbetet har utförts i form av en fallstudie som undersökte platsen utifrån upplevd närhet och -tydlighet, med empiri bestående av egentagna bilder, kartor, avståndsmätningar samt dokument. Datainsamlingen pågick under lång tid, parallellt med Trafiknämndens egna utredningar av trafik till och från bryggan. Analysen visade att bryggan vid Klara Mälarstrand är bristfälligt integrerad med omgivande kollektivtrafik och att en tydlig vägledning saknas. I diskussionen förs ett resonemang om vikten av att entréer till kollektivtrafiken, exemplifierat av pendeltågens nya station Stockholm City, synliggör sin funktion även på långt håll. Resenärer bör även ges möjlighet att relatera längre bytessträckor till en tidsåtgång, liknande den ’uppskattad gåtid till gate’ som används på storflygplatser som Köpenhamns flygplats Kastrup. / Public transport on water tend to have longer transfer paths than bus and rail transport. As long transfers paths demands more from the passenger this thesis aims to investigate what a transfer to and from water buses may look like at a transfer point with public transport on water of major importance for a planned service in Stockholm, Sweden. Through that more knowledge about the information needs of passengers at transfers over longer distances might be gained. In addition the thesis aims to present recommendations which can strengthen the conditions for public transport on water, with a focus on the stop (quay) near the Stockholm Central station. The thesis has been carried out as a case study which examined the study area on the basis of perceived proximity and -legibility,with empirics consisting of images taken by the author, maps, distance measurements and documents. Data collection time has been long, in parallel with the Stockholm County Administrations (SLL) own investigations of the traffic. The analysis showed that the quay at Klara Mälarstrand has a lacking integration with surrounding public transport and that a clear wayfinding is missing. In the discussion an argument for the importance of legible entrances to public transport also at a distance is made, exemplified by the new Stockholm City commuter train station building. Also passengers at longer transfer paths needs to be able to relate the distance with the time to get there, similar to the ‘approximate walking time to gate’ used at major airports such as Copenhagen Airport, Kastrup in Denmark.