World Bank2017-06-152017-06-152011https://hdl.handle.net/10986/27229IWT is more energy efficient that modes like road or rail. The bigger capacity of IWT units means that the sector is able to ship more tons per kilometer per unit of fuel than what is possible with other modes. This benefits the climate and makes the sector relatively cost-efficient. Even so, few countries fully exploit the potential benefits of IWT and in many countries the share of road transport is increasing at the cost of IWT. There are various possible reasons for this trend. Among the main reasons given by shippers to avoid IWT are advantages of road transport such as speed of delivery and flexibility, limitations imposed by IWT infrastructure (water levels, bridge clearances, port access) and underdeveloped intermodal facilities (transshipment from IWT to truck for pre- and end-haulage). For shippers these arguments are more important than the potential reduction of transport costs and CO2 emissions. Chapter two compares the global energy-efficiency of IWT with that of other transport modes. It also discusses the reasons for differences between modes and the implications of each for CO2 emissions. Chapter three deal with the varying energy-performance of IWT vessels in various regions in the world. Chapter four explores several energy efficiency benchmarking methods. The conclusions of part A are presented in chapter five.en-USCC BY 3.0 IGOABSAIRAIR POLLUTANTSAIR QUALITYALLOCATIONALTERNATIVE FUELSAPPROACHAVAILABILITYBATTERIESBIO-DIESELBORDER TRAFFICBRIDGECALCULATIONCARBONCARBON CONTENTCARBON EMISSIONSCARBON FOOTPRINTCARBON FUELSCARSCLIMATECLIMATE CHANGECLIMATE CHANGE IMPACTSCOCO2COALCOLORSCOMBUSTIONCOMPRESSED NATURAL GASCOST-BENEFITCOST-BENEFIT ANALYSISCROSSINGDEMAND CURVEDIESELDIESEL ENGINEDIESEL ENGINE TECHNOLOGYDIESEL ENGINESDIESEL FUELDIESEL OILDISCOUNT RATEDOMESTIC AVIATIONECONOMIES OF SCALEEFFICIENCY GAINSEFFICIENCY IMPROVEMENTSELECTRIC POWERELECTRICITYEMISSIONEMISSION DATAEMISSION FACTOREMISSION FACTORSEMISSION LEVELEMISSION LEVELSEMISSIONSEMISSIONS FROM TRANSPORTENERGY BALANCEENERGY CONSUMPTIONENERGY EFFICIENCYENERGY EFFICIENCY IMPROVEMENTSENERGY SAVINGSENERGY SOURCESENVIRONMENTAL PERFORMANCEEXHAUST EMISSIONSEXHAUST GASEXHAUST GASESEXTERNALITIESFEASIBILITYFERRIESFINANCIAL ANALYSISFLEET STRUCTUREFLEETSFOSSILFOSSIL FUELFREIGHTFREIGHT FLOWSFREIGHT TRANSPORTFUELFUEL CHAINFUEL CONSUMPTIONFUEL COSTFUEL COST SAVINGSFUEL COSTSFUEL ECONOMYFUEL EFFICIENCYFUEL EFFICIENCY IMPROVEMENTFUEL EXTRACTIONFUEL PRICEFUEL PRICE INCREASEFUEL PRICESFUEL SAVINGSFUEL STORAGEFUEL SUPPLYFUEL TANKSFUEL TYPEFUEL TYPESFUEL USEGAS OILGASESGHGGLOBAL GREENHOUSE GASGREENHOUSEGREENHOUSE GASGREENHOUSE GAS EMISSIONSGREENHOUSE GAS EMISSIONS FROM TRANSPORTHYDROGENIMPROVING ENERGY EFFICIENCYINLAND WATERWAYINLAND WATERWAY TRANSPORTINLAND WATERWAYSINTERNATIONAL AVIATIONINTERNATIONAL TRANSPORTIPCCKILOWATT-HOURLAND TRANSPORTLNGLOAD FACTORLOAD FACTORSLOWER EMISSIONSMARITIME TRANSPORTMODAL SHAREMODAL SHARESMODAL SHIFTMODAL SPLITMODE OF TRANSPORTMODES OF TRANSPORTNATURAL GASNEGATIVE IMPACTNOXOIL CRISISPASSENGER TRANSPORTPASSENGERSPM10POLICY MAKERSPORT ACCESSPOWERPOWER CONSUMPTIONPOWER CURVEPOWER DEMANDPOWER GENERATIONPRESENT VALUEPRIMARY ENERGYPROPULSION SYSTEMRAILRAIL FREIGHTRAIL NETWORKSRAIL TRANSPORTRAILWAYRAILWAY LINERAINROADROAD CONGESTIONROAD TRANSPORTROAD TRANSPORT EMISSIONSROADSROUTEROUTESSAFETYSENSITIVITY ANALYSESSHALLOW WATERSSPEEDSTAILPIPE EMISSIONSTAXTAX POLICIESTRAINSTRANSPORTTRANSPORT CORRIDORSTRANSPORT COSTSTRANSPORT DEMANDTRANSPORT EMISSIONSTRANSPORT MODETRANSPORT MODESTRANSPORT OPERATORSTRANSPORT RESEARCHTRANSPORT SECTORTRANSPORT SECTOR EMISSIONSTRANSPORTATIONTRIPTRIPSTRUCKSTUNNELTYPE OF TRANSPORTVEHICLEVEHICLE FLEETVEHICLE SIZEVEHICLESWINDWINDSWorking PaperWorld Bank10.1596/27229