Ecological Transport Information Tool for Worldwide ... - Schenker

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