Ecological Transport Information Tool for Worldwide ... - Schenker

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IFEU Heidelberg, Öko-Institut, IVE, RMCON
eas (SECA) North Sea and Baltic Sea. If in EcoTransIT World a user sets the start and end
point within the boundaries of the SECA, the emission factors are chosen automatically. Furthermore,
specific vessels may be picked in the expert mode (Table 30).
The vessels that are travelling in the SECA areas are assumed to operate more often on
marine diesel oils. Several ports in the Baltic Sea region have instituted emission differentiated
harbour dues, recommended by the Helsinki Convention /HELCOM 2007/. Thus, in
traffic to those ports, additional incentive exist to reduce NOx emissions as well as SOx
emissions. The technologies used to achieve lower NOx emissions are Selective Catalytic
Reduction (SCR) and Direct Water Injection (DWI). SCR technology requires low-sulphur
fuels and thus can best operate with MDO or MGO. Thus the share of HFO oil as fuel is reduced
to 70 % for general cargo vessels and 80 % for container vessels, assuming that
more general cargo vessels are on dedicated trades within the SECA region. Other emission
factors that would reflect the use of advanced after treatment were not considered for Eco-
TransIT World, but maybe added in a future version.
5.3.4 Allocation rules for seaborne transport
As stated above, the emissions of vessels are averaged over the entire return journeys, taking
the load factors and empty returns into account. Furthermore, emissions are the sum of
emissions from main engines at sea, auxiliary engines at sea and auxiliary engines in port
(Details see chapter 5.3). All emissions are then allocated to the freight carried as follows:
Bulk vessels are calculated on a tonne-kilometre basis. All emissions are allocated to the
transported tonnes of freight.
The emissions of container vessels are calculated on a container-kilometre basis (TEU-km).
All emissions are allocated to the number of containers. If the user knows the weight and
type of its cargo, but not the number of containers, the weight is converted into the number
of containers first. Therefore, the emissions of the container ship transport are larger if a
certain tonnage of light goods is carried compared to the same tonnage of average goods.
For example:
100 t light goods in containers = 16.7 TEU = 16.7 * emission factors * distance
100 t average goods in containers = 9.5 TEU * emission factors * distance
If the user chooses TEU as type of freight and knows the number of containers transported,
the net-weight in containers only matters for the on- and off-carriages.
5.3.5 Allocation method and energy consumption for ferries
The modelling of ferries is tricky because all vessels are quite different from each other and
because the allocation between passenger and goods transport is a controversial issue. So
different allocation methodologies are proposed, e.g. by /Kristensen 2000/ or /Kusche 2000/.
For EcoTransIT World we use the allocation method which has been suggested for the calculation
model of NTM by /Bäckström 2003/. This method allocates according to the number
of decks on the ferry. The number of passenger and vehicle decks is considered in the first
step of the allocation. It should also be taken into account if these decks are only partially
used for certain vehicle categories or if they do not extend over the full length of the ship.
EcoTransIT World: Methodology and Data – July 15 th , 2010