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Page 22 IFEU Heidelberg, Öko-Institut, IVE, RMCON tion. Container inland vessels were assumed to have a vessel utilization of 70 % in analogy with the average container vessel utilization cited in /Buhaug et al. 2008/. This reflects less than full loads of containers as well as the better opportunity of container vessels to find carriage for return trips in comparison with bulk inland vessels. Capacity utilisation of air freight Since mainly high value volume or perishable goods are shipped by air freight the permissible maximum weight is limited. Therefore only the category volume goods is considered and other types of goods (bulk, average) are excluded. Table 12 shows the capacity utilisation differentiated by short, medium and long haul (definition see Table 12) /DEFRA 2008; Lufthansa 2009/. The capacity utilisation for freight refers to the maximum weight which can be transported by freighter or passenger aircraft. For air traffic the capacity utilisation is identical with the load factor because empty trip factor is zero. The load factor for passenger included in Table 12 provides information about the seats sold. The latter is used for the allocation of energy consumption and emissions between air cargo and passenger (see chapter 5.5). Table 12 Capacity utilisation of freight and passenger for aircrafts Freight (freighters and passenger aircrafts Passenger (only passenger aircrafts) Short haul (up to 1,000 km) 55% 65% Medium haul (1,001 – 3,700 km) 60% 70% Long haul (more than 3,700 km) 65% 80% Sources: DEFRA 2008; Lufthansa 2009. Further information about the definition of capacity utilisation and TEU can be found in the appendix chapter 6.1. 3.3 Basic calculation rules In EcotansIT World the total energy consumption and emissions of each transport mode are calculated for vehicle usage and the upstream process (efforts for production and delivery of final energy carriers, see chapter 2.2). Thus several calculation steps are necessary: 1. Final energy consumption per net tonne-km: 2. Combustion related vehicle emissions per net tonne km 3. Energy related vehicle emissions per net tonne km 4. Energy consumption and emission factors for upstream process per net tonne km 5. Total energy consumption and total emissions per transport The following subchapters describe the basic calculation rules for each step. For each trans- EcoTransIT World: Methodology and Data – July 15 th , 2010
IFEU Heidelberg, Öko-Institut, IVE, RMCON Page 23 port mode the calculation methodology can differ slightly. More information about special calculation rules and the data base are given in Chapter 5. 3.3.1 Final energy consumption per net tonne km The principle calculation rule for the calculation of final energy consumption is Final energy consumption per net tonne km = * specific energy consumption of vehicle or vessel per km / (payload capacity of vehicle or vessel * capacity utilisation of vehicle or vessel) The corresponding formula is ECF tkm,i = ECF km,i, / (CP *CU) Abbr. Definition Unit ECFtkm,i Final energy consumption per net tonne km for each energy carrier i [MJ/tkm] i Index for energy carrier(e.g. diesel, electricity, HFO) ECFkm,i, Final energy consumption of vehicle or vessel per km; normally depends on mass [MJ/km] related capacity utilisation CP Payload capacity [tonne] CU Capacity utilisation [%] Explanations: • Final energy consumption is the most important key figure for the calculation of total energy consumption and emissions of transport. For the following calculation steps final energy consumption must be differentiated for each energy carrier, because different sets of emission factors and upstream energy consumption are needed for each energy carrier. • Final energy consumption depends on various factors (see chapter 3.1). In particular it should be pointed out that e.g. final energy consumption per kilometre for trucks depends also from capacity utilisation and thus from denominator of the formula. • The formula refers to a typical case, which is usual for trucks (final energy consumption per vehicle km). For other modes the calculation methodology can be slightly different (see explanations in chapter 5). However, for all modes the same relevant parameters (final energy consumption of vehicle/vessel, payload capacity and capacity utilisation) are needed. EcoTransIT World: Methodology and Data – July 15 th , 2010
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