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Page 64 IFEU Heidelberg, Öko-Institut, IVE, RMCON Table 37: Typical characteristica of inland vessels. Vessel type Cargo capacity [t] TEU capacity ME power [kW] Aux power [kW] Engine example Fuel consumption g/kWh 8 IV, Neo K 655 N/A 336 102 1x Cat 3408C 229 IV, Europaship 1 350 (100) 650 260 1x Cat 3508B 223 Va, RoRo, Container 2 500 200 1 140 456 1x Cat 3512 211 Va, Tankship 3 000 N/A 1 460 585 1x Cat 3516 212 VIa, JOWI ship 5 500 470 - 500 3 200 1 000 2x Cat 3516 212 VIb, Push Convoy (4 units) 7–16 000 (11 000) 1 100 4 000 1 200 3x Cat 3516 209 The two river categories (IV) are used in EcoTransIT World and two distinct aggregate averages are build. The aggregate emission factors were build by weighting the different vessel sizes and combining them to a vessel class IV (Europaship and Neo K) and vessel >IVa. It is assumed that on rivers of category V and up both Europaship vessels and larger vessels can be found. Thus the category >IV includes the Europaship-type vessels. Vessels smaller Neo K vessels are not considered in EcoTransIT World because of their minor role in freight transport. EcoTransIT World does not take the direction of travel into account in order to treat all modes of transport similar 9 . The principle of EcoTransIT World is that differences on transport legs are averaged over the entire leg because it is assumed that the transport purchaser can not be made responsible for different performances in particular directions but has to bear responsibility for the average performance. For example differences in capacity utilization are averaged over the entire return leg. Similarly is the fuel consumed per distance travelled in flowing rivers, such as the Rhine, averaged. Different fuel consumptions per distance up- and down-river are respectively not considered. A transport purchaser takes responsibility of the average performance regardless of the direction of the transport. 5.4.2 Emission factors for inland vessels Marine engines installed before 2002 in Europe and 2004-07 in North America are so called Tier 1 engines. To date, due to the average age of inland vessels, the emission Tier 2 standards play practically no role. In the Planco study /2007/ emission factors were averaged over vessel classes in dependence to their age profile using a regression analysis form the Tier 2 regulations. However, the resulting emission factors even for those vessels in class categories of old age are not significantly above the Tier 2 limits. Emission factors for Category 1 engines prior to regulation were used in for emissions inventory of inland water traffic in the Great Lakes 8 9 Including a +5 % tolerance. Ocean going vessels and aircrafts too have different fuel consumptions over ground depending on ocean currents and winds. EcoTransIT World: Methodology and Data – July 15 th , 2010
IFEU Heidelberg, Öko-Institut, IVE, RMCON Page 65 region /Lindhjem 2004/. Since off-road diesel engines in North America and Europe are essentially the same 10 , those emission factors were used for EcoTransIT World. The factors differentiate between engines with less than 1 000 kW and with 1 000 kW and more. Most engines on inland vessels are between 500 and 2000 kW and fall in the emission threshold category 1 with 2.5 to 5 litre displacement. Sulphur dioxide emissions depend on the fuel sulphur levels. In Europe those are restricted to 1 000 ppm 11 or 0.1 % for domestic marine diesel fuels. In the United States non-road diesel fuel’s sulphur levels were reduced to 500 ppm in 2007 and will be further reduced to 15 ppm starting in 2010. Fuel consumption is estimated between 200 g/kWh /Planco 2007/ and 210 g/kWh (Lindhjem 2004). Own research based on manufacturer data by Caterpillar and Cummins indicate that fuel consumption is approximately 210 g/kWh for engines >1 000 kW and 220 g/kWh for engines < 1 000 kW /Caterpillar 2006/. Push boats and tug boats are the dominant inland vessels in North America /Lindhjem 2004/, except for deep draft vessels that provide the link service between Great Lakes destinations and the deep sea port in Montreal. Vessels in US domestic traffic are listed in a data base by the US Army Corps of Engineers /USACE 2009/. An analysis revealed that 90 % of the push boats have less than 3 200 kW. 50 % of the push boats have less than 760 kW. Thus, the US inland vessels are principally of the same size as their counterparts in Europe. The only difference is lower fuel sulphur contents of 15 ppm or 0.0015 %. Table 38: Basic emission factors for inland vessels used for EcoTranist World. Source Lindhjem 2004 CO [g/kWh] HC [g/kWh] NOx [g/kWh] SOx [g/kWh] PM [g/kWh] < 1 000 kW 1.5 0.27 10.0 0.6 – 4 0.3 > 1 000 kW 2.5 0.27 12.99 0.6 – 4 0.3 Analog to modelling the ocean going vessels, the emission factors were calculated on the basis of individual vessels, assuming the transport work for one theoretical year. In order to build the weighted averages per aggregate class, the number of inland vessels of particular size /Planco 2007, Table 39/ was allocated to the modelling vessels. For push boats, it was assumed that a push boat with a certain power pushes a certain number of barges and thus determines in relation to its power the total transport work of the category push boat (Table 39). The theoretical carrying capacity of all German inland vessels is three times the real transported amount of cargo. Thus, it was thus assumed, that vessels are only utilized 1/3 of the year. The remainder of time they lay idle with only auxiliary engines running for half the time and receiving onshore power the other time. It was further assumed that on the empty voyages vessels would require 40 % less power due to a larger freeboard and distance to the bottom of the rivers and chan- 10 11 The off-road engine manufacturer and the off-road engine market is a global market with few large players providing the bulk of the commercially available global marine off-road engines, including Wärtsila (Sulzer), MAN-BW, Caterpillar and Cummins. ppm = parts per million EcoTransIT World: Methodology and Data – July 15 th , 2010
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