Ecological Transport Information Tool for Worldwide ... - Schenker

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IFEU Heidelberg, Öko-Institut, IVE, RMCON
different locomotives and train configurations. However, the observed differences in the average
energy consumption are not significant enough to be established statistically with certainty.
Furthermore, within the scope of this project it was not possible to determine specific
values for railway transport for all countries. Therefore a country specific differentiation of the
specific energy consumption of cargo trains was not carried out.
Sea and inland ship
For ocean-going vessels a different approach was taken because of the international nature
of their activity. The emissions for sea ships were derived from a database containing the
globally registered and active ships /Lloyds 2009/. For each intercontinental (e.g. North
America to Europe) or major inter-regional (North-America to South-America) trade lane the
common size of deployed ships was analyzed, using schedules from ocean carriers. The
trade-lane specific emission factors where then aggregated from the global list using the
trade lane specific vessel sizes. Figure 2 shows the connected world regions and the definition
of EcoTransIT World marine trade-lanes. The considered regions are NA – North
Amerika, LA – South Amerika, EU – Europe, AF – Afrika, AS – Asia and OZ – Ozeanien
Figure 2; EcoTransIT World division of the world oceans and definition of major
trade lanes.
For inland ships the differentiation was only made between two size classes based on the
UNECE code for Inland waterways /UNECE 1996/. European rivers were categorized in two
size classes (smaller class V and class V and higher) and vessels were allocated to those
classes according to the ability of navigating on those rivers. For North America the class V
and higher was used. No data was available for particular specifications for inland ships in
other world regions than Europe and North America. EcoTransIT World assumes the deployment
inland vessels comparable to class V and larger on all other relevant inland waterways.
It is assumed that differences may exist with regard to fuel sulphur levels, but that
energy consumption data likely apply to those regions as well. Overall only a minor role of
inland shipping is assumed for regions other than Europe and North America justifying the
generalisation.
EcoTransIT World: Methodology and Data – July 15 th , 2010