Transportation's Role in Reducing U.S. Greenhouse Gas Emissions ...

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Transportations Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2 international ships entering U.S. waters, but such requirements can inhibit commerce and place U.S. ports at a disadvantage with Canadian and Mexican competitors. Figure 3.9 Range of Typical CO2 Efficiencies for Various Cargo Carriers, g CO2/tonne-km Crude LNG General Cargo Reefer Chemical Bulk Container LPG Product RoRo/Vehicle Rail Road 0 Source: Buhaug et al 2008. 50 100 150 200 250 Technology changes to the domestic fleet can be encouraged through existing Federal regulations for vessels subject to the Jones Act, U.S. EPA emission and fuel standards, and U.S. Coast Guard rules and regulations. Alternatively, programs such as the U.S. EPA’s SmartWay program can be used to encourage voluntary changes to vessel fleets that provide for more efficient freight movement with less emissions (U.S. EPA, 2009d). Improvements discussed in this report to increase the energy efficiency and reduce GHG emissions from commercial marine vessels include the following: • Improvements to ship design to reduce hull drag; • Propulsion system improvements such as diesel-electric hybrid systems; • Improved propeller designs; and • Advanced energy technologies such as solar and wind power. Combined GHG Benefits of Marine Vessel Technologies Consistent with the scope of this report, benefits are estimated only for the domestic marine fleet and for the portion of international shipping traffic attributed in the AEO’s 3-97
Transportations Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2 inventory to the U.S. According to the United Nations Framework Convention on Climate Change (UNFCCC) reporting guidelines, national totals of GHG emissions should reflect only domestic transport, including the domestic leg of shipments bound for foreign markets (i.e., operations within 200 miles of the coastline); international aviation and marine bunker fuel emissions from fuel sold to ships or aircraft engaged in international transport should be excluded from national totals (UNFCCC, 2006). However, differentiating domestic and international fuel consumption is often difficult, resulting in significant year-to-year variations in the official estimates. The combined GHG benefits that could be anticipated from marine vessel improvements are estimated as follows. The range of ship design benefits (1-17.9 mmt CO2e) is added to the range of propulsion system benefits (3.1-7.4 mmt CO2e). While there may be some overlap between these categories, most of the ship design benefits will be realized for long-distance ships while propulsion benefits will primarily be realized for ships operating near-shore. Some additional benefits could be realized through wind and solar power, but these technologies are still speculative (particularly wind). The combined benefit is estimated to be 4.1 to 25.3 mmt CO2e in 2050, with about two-thirds of these benefits realized in 2030 depending upon fleet turnover and phase-in of other technologies. Improvements in Ship Design Overview In general larger ships provide efficiencies of scale and are capable of transporting more cargo per gallon of fuel than smaller vessels. This scaling effect has led to an increase in vessel size of about 4 percent per year for newly constructed vessels, with an increase in installed power at rates about 10 percent per year. This is more than twice the rate of growth in seaborne trade and is driven largely by growth in containerized shipping delivering intermodal cargoes to onroad and railway freight shippers (Corbett, 2007). The net growth in fuel use and GHGs is nearly proportional to the growth in cargo volumes. One of the reasons that fuel use trends are not increasing in direct proportion to increased installed power is that new vessels take advantage of improved hull designs and other technologies. These changes in hull design include application of ducktails and interceptor planes which extend the stern of the vessel and enhance propeller efficiency (Wartsila, 2008; Kanerva, 2006; Jaap, 2005). Vessel efficiency declines when marine plants and animals accumulate on a ship’s underwater hull causing fouling. Advances in vessels coatings, such as self-polishing resin systems based on hydrolysable acrylate polymers, inhibit fouling, and provide a smoother surface (Royal Caribbean International, 2008; Kiil, 2001). Similarly, vessel efficiency also can be improved by injecting small amounts of air in the turbulent boundary layer underneath the ship (Wartsila, 2008; Okada, 2008; Technology Demark, 2007; Katsui, 2003). As a result, drag is reduced through the movement of the air bubbles and the formation of a thin film of air along the vessel’s hull. This technology has been 3-98
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Acknowledgments Transportation's Ro
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Table of Contents Transportation's
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List of Figures Transportation's Ro
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Transportation's Role in Reducing U
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1.0 Introduction Transportation's R
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Induced Travel Demand Transportatio
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3.11 SUMMARY OF FINDINGS Transporta
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Table 3.5 Findings by Strategy: Sys
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Strategy Name Travel Activity Commu
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6.0 Conclusion Transportation's Rol
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Printed on paper containing recycle
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Transportation’s Role in Reducing
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1.0 Introduction Transportation’s
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2.0 Low-Carbon Fuels Table of Conte
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List of Tables Transportation’s R
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� 2.1 Summary Overview of Low-Car
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Effects on Infrastructure Funding T
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Tax and tariff policy also can affe
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In 2006, approximately 43,000 mediu
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Market Penetration Transportation
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� 2.5 Liquefied Petroleum Gas (LP
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Development of a Hydrogen Infrastru
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� 2.9 Electricity Overview Many o
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Feasibility Transportation’s Role
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� 2.10 References Transportation
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Transportations Role in Reducing U.
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Component Shares in Total Price Tra
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