Leveraging waterways for sustainable urban mobility: lessons from Stockholm and Paris

This case study highlights two urban examples of integrating inland waterway transport (IWW) into sustainable mobility systems.

In Stockholm, the focus is twofold: the seamless integration of waterborne services within the public transport network, and the pilot of the Candela P1 electric hydrofoil. The vessel’s higher speed, lower energy use and reduced operating costs demonstrate the potential for scalable, low emission mobility between the city’s islands.

In Paris, the case study shows how IWW is supporting urban logistics for major retailers such as IKEA and Franprix. By shifting freight to the Seine and nearby quays, the initiative reduces truck-kilometres, lowers emissions, and leverages city-centre port infrastructure to alleviate the impacts of logistics operations within the city.

Context

An Inland Waterway (IWW) is a navigable watercourse like a river, lake, or canal that is not part of the sea. Hundreds of cities and industrial regions are connected by over 40,000 km of waterways, and 13 Member States have an interconnected waterway network. Figure 1 shows the total length of IWW across European countries. 

Figure 1 Length of navigable inland waterways in kilometres (2023)

IWW transport already plays an important, albeit minor role, in European freight transport, carrying about 1.6% of goods. It also plays a role in passenger transport. The EU aims to shift both freight and passenger transport from roads to more sustainable modes, with a strong emphasis on rail and inland waterways. This modal shift is central to the European Green Deal and the Sustainable and Smart Mobility Strategy, supporting the EU’s goals to cut greenhouse gas emissions, ease congestion and reduce reliance on fossil fuels in a transport sector that remains a major source of CO₂.

In many urban areas, IWW transport offers significant potential to contribute to sustainable urban mobility by shifting both passengers and freight from congested road networks to underused waterways. This shift can reduce greenhouse gas emissions, noise and traffic congestion. By using waterways as alternative transport corridors and an additional mode, cities can relieve pressure on roads, enhance the reliability of deliveries and strengthen multimodal transport.

Stockholm

In this context, the City of Stockholm has integrated IWW into its public transport system. To enhance competitiveness with road-based modes, the city has introduced digital tools for navigation, ticketing and scheduling that improve efficiency, connectivity and the user experience. At the same time, it is testing innovative vessel technologies.

Built across an archipelago, the Swedish capital naturally relies on water transport. Its regional transport authority, Storstockholms Lokaltrafik (SL), operates several ferry lines serving around five million passengers each year. However, much of the fleet has historically relied on fossil fuels, resulting in high emissions and operating costs. In response, Stockholm is piloting new technologies to decarbonise its waterborne transport network. A key initiative is the introduction of the Candela P-12 electric hydrofoil ferry, which is being tested on public transport routes to demonstrate its potential to enhance speed, comfort and sustainability.

Paris

In the freight sector, inland waterway transport can improve the efficiency of urban logistics through consolidation and higher load factors. Using rivers and canals to bring goods into city centres allows larger shipment volumes per trip and reduces the number of trucks required for last-mile distribution. As one of Europe’s largest metropolitan areas, and the most densely populated city on the European mainland, Paris faces major urban logistics challenges. This is compounded by rapid e-commerce growth.

To address this, the City of Paris, the Île-de-France Region, Voies Navigables de France (VNF) and HAROPA Port have collaborated to expand the role of IWW in urban freight. Major retailers IKEA and Franprix have introduced waterborne delivery services that integrate barges into their logistics chains. Goods are transported from suburban logistics hubs, such as the ports of Gennevilliers and Bonneuil-sur-Marne, to central quays like the Port of Bercy, where low-emission vehicles complete the last-mile delivery.

Together, these two cases show how European cities are using waterborne transport and IWW to reduce congestion and promote more sustainable urban mobility for both passengers and goods.

In action

European cities are reintroducing waterborne transport as a part of sustainable urban mobility and logistics strategies. Stockholm and Paris are examples of how modern technology, coordinated governance and viable business models can turn waterborne transport into efficient, low-emission transport corridors.

Stockholm: integrating innovative passenger ferries

Stockholm’s archipelago geography makes ferries a natural part of its transport network. The regional transport authority, Storstockholms Lokaltrafik (SL), operates several ferry routes alongside buses, trams and the metro. SL carried around 800,000 passengers daily, with approximately five million annual journeys made by water.

The main urban ferry routes, lines 80, 82, and 89, connect both residential and tourist areas. In 2023, Lines 80 and 82 each carried about 2.3 million passengers, while Line 89 transported 150,000 passengers further inland. Seasonal variations are significant, with demand peaking in summer and falling in winter, particularly on Line 89.

To reduce emissions and improve efficiency, SL launched a pilot of the Candela P12 electric hydrofoil ferry on Line 89 in 2024. The 30-passenger vessel rises above the water while operating, reducing drag, wave formation, and consequently decreasing energy consumption by up to 80% compared with conventional ferries. Its smaller capacity and higher speed allow flexible scheduling and better frequency. A fleet of three P12 ferries could replace a single 200-passenger diesel ferry, reducing emissions and shortening travel times by up to 30 minutes per trip.

Ferry services are fully integrated with Stockholm’s public transport network. Passengers use the same travel card for ferries, buses and metro services, with real-time updates and journey planning provided through the SL digital app. Ferry terminals are designed for easy multimodal transfer, offering bicycle access and links to bus and metro stations. This ensures that ferries operate as part of a seamless mobility network.

SL uses a mixed public -private business model. It manages network design, ticketing, and revenue collection, while private operators - Rederi AB Ballerina, Djurgårdens Färjetrafik AB, and Blidösundsbolaget AB - run vessels under contract. These contracts include environmental requirements and incentives linked to service quality. Operators are reimbursed based on operating hours, fuel use and performance, while SL retains fare revenues. This model provides economic stability, encourages high quality service delivery, and supports investment in cleaner technologies such as the Candela hydrofoil.

Paris: scaling inland waterway freight

Paris faces growing logistics pressure due to its density and increasing e-commerce demand. To reduce road congestion and emissions, the City of Paris, Île-de-France Region, Voies Navigables de France (VNF), and HAROPA Port have jointly promoted inland waterway freight transport as a sustainable alternative.

Two flagship operations illustrate this effort: the Franprix and IKEA urban delivery systems. Both retailers use barges to move goods from suburban logistics hubs to city-centre ports.

Franprix ships containers from its hub in Bonneuil-sur-Marne to the Port de la Bourdonnais near the Eiffel Tower. Each 17.7-kilometre journey carries around 45 containers. Unloading begins at 05:00 to avoid daytime congestion, with deliveries to more than 300 Franprix stores completed by a fleet of 12 low-emission trucks that also return empty containers for the barge’s daily departures at 17:00. This maintains a continuous cycle that ensures regular supply.

The IKEA service follows a similar model, where goods are consolidated at the Port of Gennevilliers and shipped by barge to the Port of Bercy in central Paris. From there, partner companies handle different stages of the logistics chain. Box2Home manages handling operations, Sogestran operates water transport, and Trusk delivers goods for the last mile. Night operations allow deliveries between 05:00–09:00, improving reliability and reducing congestion.

The Paris model relies on public-private collaboration. Retailers finance and operate logistics chains with support from logistics partners, while VNF and HAROPA Port provide infrastructure and favourable access to quays. This arrangement balances commercial feasibility with public interest, and growing transport volumes demonstrate the model’s resilience and long-term viability. Branded barges also offer marketing benefits by showcasing companies’ environmental commitments.

Results

The Paris and Stockholm case studies show that shifting passenger and freight transport from congested roadways to waterways can deliver measurable environmental and economic benefits. This modal shift supports EU decarbonisation targets while improving efficiency, reliability and competitiveness in urban transport systems.

Both initiatives were built on strong public–private collaboration. In Stockholm, cooperation between Storstockholms Lokaltrafik (SL) and Candela enabled the deployment of innovative electric hydrofoil technology within the public transport network. In Paris, coordinated efforts between IKEA, Franprix, VNF and HAROPA Port ensured effective planning, reliable operations and long-term logistical stability. These partnerships were essential for integrating new solutions into existing urban mobility systems.

The projects achieved significant environmental and operational gains. Paris reduced truck kilometres and emissions through consolidated barge logistics, while Stockholm’s deployment of electric hydrofoil ferries cut energy consumption and travel time, improving network connectivity and reducing car dependency.

Both cities benefited from using existing infrastructure, such as quays and ferry ports, complemented by smart scheduling - early-morning barge deliveries in Paris and synchronized multimodal timetables in Stockholm. Integrating ferries into Stockholm’s ticketing system, digital platforms and multimodal hubs enhances accessibility and user experience.

Supporting policy also played an important role. National and regional incentives for low-emission vessels and regulatory support for modal shift has helped accelerate investment and adoption.

Together, these results show that innovation, cooperation, and supportive policy can make waterborne transport a viable and scalable solution for sustainable urban mobility.

Challenges, opportunities and transferability

The waterborne transport initiatives in Paris and Stockholm offer valuable insights into how cities can successfully integrate waterways into sustainable mobility and logistics systems. Both cases demonstrate that city engagement, institutional collaboration, and adaptable business models are essential to the long-term success and transferability of such initiatives.

In Paris, the cooperation between the City of Paris, the Île-de-France Region, Voies Navigables de France (VNF), and HAROPA Port has been central to the initiative’s success. This strong city-level engagement ensured alignment between urban planning, environmental policy, and logistics needs. By using existing infrastructure, such as historic quays in central Paris and the ports of Gennevilliers and Bonneuil-sur-Marne, the city avoided large-scale construction while maximising resource efficiency. Shared governance between public authorities and private operators created a replicable model for distributing costs, managing risks and coordinating operations.

Operationally, both Franprix and IKEA show that flexible and commercially viable business models can support sustainable logistics. Each model combines public facilitation with private investment, where companies finance and operate their logistics chains, while public entities provide port access, environmental guidance and scheduling coordination. This hybrid approach balances economic viability with environmental and social goals and can be transferred to other cities.

However, challenges remain. Limited quay space, time restrictions, and the need to preserve historic waterfront areas require careful operational planning. Administrative procedures and environmental regulations also demand coordination. The Paris model proves that these constraints can be effectively managed when clear roles, strong leadership and long-term commitment are in place.

In Stockholm, the integration of ferries within the Storstockholms Lokaltrafik (SL) public transport network illustrates how waterborne services can be embedded into a broader mobility framework. Unified ticketing, real-time digital information, and multimodal links with metro, tram and bus routes ensure that ferries operate as a seamless extension of the city’s public transport offer. The tender-based business model, where private operators deliver services under performance-based contracts, supports flexibility, competition and long-term sustainability.

This model is highly transferable to other cities with navigable inland waterways. It shows how municipalities can manage planning, fares, and oversight while leveraging private expertise for operation and innovation. Moreover, the introduction of hydrofoil vessels shows that adopting new technologies can improve efficiency and make waterborne transport more attractive without disrupting existing systems.

Together, Paris and Stockholm highlight that active city engagement, integration into broader mobility systems, and hybrid business models are the key enablers for replicating waterborne transport solutions across Europe’s urban environments.

In depth

Comprehensive description of cases studies for the application of waterborne transport in urban mobility: Green Inland Ports Project, Deliverable 2.1 Good Practices in urban mobility and short-range IWT

Description of the roll out potential of such services: Green Inland Ports Project, Deliverable 2.2 Potential for urban mobility and short-range IWT

Author: Ioanna Kourounioti

Views and opinions expressed are those of the author(s) and do not reflect those of the European Commission. 

Photo credits © - Igor Grochev, lembi, Beautiful landscape