Environmental performance assessment of multimodal transport systems.

Nicolae, Florin Marius ; Popa, Catalin ; Beizadea, Haralambie 等

1. INTRODUCTION

This study is based on the pre-project "Globe-Influence of geo-climatic changes on global and regional sustainable development in Dobrogea" within the LCA-methodology has been tested and evaluated for the inland navigation and maritime transport (Globe, 2009). The paper did not identify complete studies that compared the environmental performance of alternative transport chains. The major target of this paperwork is to provide an initial incentive further, to a more comprehensive study, in order to develop some of the conclusions triggered from the above pre project.

2. GOALS AND SCOPE DEFINITION

The main goal of this paper is to compare the environmental performance of alternative transport systems.

The main transport chains' function is to transport cargo from one place to another, based on different routes and transport means, in different combinations as is has been illustrated within Table no. 1. When comparing transport chains the distance travelled may differ from one alternative to the other causing differences in environmental performance. Therefore, the environmental performance should not be expressed per distance unit (km). The functional unit in this case should be defined as 1 ton general cargo transported from A to C. Transport means is represented by: general cargo vessel (M/V Danube II), Heavy Duty Vehicle (Truck with Trailer) and Ferryboat (a ship with 3500 transport units transport capacity). The relationships between system and subsystems are important aspects to be included in the discussion. This study case is illustrating the average technology used today and it covers the operational stage focusing on the environmental burdens listed as: emission in to air (C[O.sub.2], N[O.sub.X], S[O.sub.X], CO, VOC), emission in to water (TBT, Copper oxide) and so on. The alternative transportation systems considered in this research are intermodal, involving both land based and sea based transport. Hence this study will focus on emissions and toxic releases as well as noise and land use (Goedkoop, 1995).

3. INVENTORY CALCULATION AND DATA COLLECTION

The amounts of substances that are contributing to the environmental burdens are calculated based on exhaust gas emission (for general cargo vessel, car ferry, HDV), dust or particulars, leakage of eco--toxic substances etc. (Nicolae, 2009a). The calculation of land area use is based on the sum of area required at any time during the transport. The land area required for the transport of cargo has to be allocated to the transport chains according to their use of use of the area, e.g. by time used, number of operations, amount of cargo or economic turnover (Goedkoop, 1995).The total area used due within the noise study is expressed as being the area exposed to the noise levels that are exceeding the media of 55 dBA. The movement indicators expressing the transportation vehicles throughout the total area were estimated. A rough simplification when the vessel is stationary at the quay has been applied. Land area usage degree and land area exposure to the noisy factors are related to the functional unit in the same way (Oswald, 2008).

Data for the general cargo vessel and car ferry transport are based on the direct study of corresponsive technical manuals. Data for exhaust gas emission are based on Lloyd's Register. Leakage from antifouling is a continuous emission. Tribytyltin (TBT) is the most extensively used toxic substance very often used in case of the general cargo vessels. The leaking rate depends on the antifouling type applied and on the operational profile as well. As the ship or antifouling specific leak rates are not available, the IMO assigned limits as 4 micrograms of TBT per [cm.sup.2]/day is applied. In this paper have been calculated: the general cargo vessel and car ferry fuel consumption and emission related to main engine and two auxiliary engines, general cargo vessel and car ferry area occupation and the noise level (for ships and HDV) (Nicolae, 2009b, IMO 2009).

4. INVENTORY RESULTS

By using calculus methodology (Nicolae, 2009b) the emissions in the air are calculated for every substance within each its impact category. The calculations are based on fuel consumption for the main machinery systems, auxiliary engines and for HDV. The TBT-leakage is calculated by using a leakage-rate IMO recommended. The results are multiplied by utilized capacity and furthermore divided by real capacity and by special cargo tons transported. Thus will get as result the leakage per special cargo transported. The occupied port area is calculated by using the vessel length, quay width and the time spent in harbor related to loading/unloading 1 ton special cargo (1 SCU). The calculations of area occupation due to trailer traffic is based on vehicle length and width, average speed, time on road, number of vehicles per functional unit. From each subsystem in the transport chain the total amount of each substance are summarized in Table 2.

[FIGURE 1 OMITTED]

In the Figure no. 1 main impact categories are: CC-climate change; A- acidification; TC- toxic contamination; POF- Photo oxidant formation; LAP- Local air pollution (dust); N-Noise; E-Eutrophication; EC- Energy consumption; LU- Land use. The Figure no. 1 indicates that Chain 1 has the best environmental performance within each category except for toxic contamination. In addition to the characterization of different compounds, the environmental impact will be dependent by the emissions place.

5. CONCLUSIONS

In this study case data for two different transport chains have been collected by comparing the environmental performance of transport chains. However, the study does not show how to optimize each chain. This will require more detailed data on machinery systems. Also the maintenance of the transport systems will give minimal contribution. These conclusions depend on the chosen system boundaries. In the main report GLOBE, the importance of the impact categories is discussed. The toxic contamination impact category (TBT, Pb, etc.) is difficult to be evaluated since the local impacts are not included in some of the used appraisal models. The land area usage and the effects of noise were evaluated. As it can be deducted observing the Figure no. 1 the land area usage is contributing in a minimal manner to the total environmental burdens. However, the results show that for Chain 2 the noise should not be neglected as an important impact. The results seem to turn out very similar irrespective of valuation methods used.

The preliminary results are revealing interesting information for further researches, in case of Romanian transportation companies and governmental bodies in their decision making processes. The transport companies will be able to use such information to report the environmental performance of transportation chains in order to plan their logistics operational strategies. For governmental bodies the information can be used for environmental policymaking ("green" taxation and so on). As transportation means will be a part of an entire transport chain it seems reasonable to charge the entire transportation chain and not only a single mean. Databases with environmental performance data for transport chains should be developed. Finally the project results added a great value for further research in order to optimize the economic and environmental performance of transportation chains in idea of eco-efficiency indicators developing for Romanian transportation sector.

6. ACKNOWLEDGMENTS

The authors addresses many thanks to Romanian Naval Authority Association (RNA) for the availability and support in this scientific approach.

7. REFERENCES

Goedkoop, M. (1995). The Eco-Indicator 95. Final Report. NOH, ISBN 90-72130-80-4, Netherlands

Nicolae, F.; Bosneagu R. (2009a). Risk factors associated transport system and their influence on Climate Change. Geo-climatic changes on land and sea Dobrogea, Research Report, GLOBE, Contract no.: 3-PC-3535

Nicolae, F. (2009b). A mathematical method to determine the energy consumption and pollutant emissions from maritime transport. Conference NAV-MAR-EDU 2007, ISBN 978973-8303-84-3, Constantza

Oswald M.; R., (2008). Rating the sustainability of transportation investments: corridors as a case study, Faculty of the University of Delaware, Master Thesis, 2008.

GLOBE (2009). Influence of geo-climatic changes on global and regional sustainable development in Dobrogea, Control: 3-PC-3535 Partnerships program in priority areas, Constantza, Romania, 2007-2009

IMO (2009). Prevention of air pollution from ships, Marine environment protection committee 59th session Agenda item 4, MEPC 59/INF, 9 April 2009, London, UK

Tab. 1. Transport chains and their related subsystems

Transport
chains Subsystems Comment

Chain 1 General cargo Vessel operates between A
Water vessel and B
Transport
 Harbours Harbours in A and B
 (1110 km, 54 h)

 Heavy duty Operates between B and
 vehicle customer in C

 Road Road used by HDV between
 B and client in C (530 km,
 6h)

Chain 2 Heavy duty Operates between A and D
Road vehicle and between E and client in
Transport C

 Road Road used from A to D (596
 km, 10 h) and from E to C
 (993 km, 10 h)

 Loading Terminal loading general
 terminal cargo in A

 Car Ferry The ferry operates between
 D and E

 Harbours Harbours for the ferry in D
 and E (993 km, 10 h)

Tab. 2. Inventory results per ton special cargo [SCU]

Impact Transport Transport
category Substance Chain 1 Chain 2

Climate change C[O.sub.2] 84200 g 138000 g
 [N.sub.2]O 0,246 g 0,714 g
 C[H.sub.4] 1,52 g 4,40 g
Acidification S[O.sub.2] 938 g 867 g
 Nox 1286 g 1803 g
 N[H.sub.3] 0,022 g 0,064 g
 TBT 0,096 g 0,041 g
Local air Particles 24 g 70 g
 pollution (dust)
Photo oxidant NMVOC 36,6 g 106 g
 formation
Noise Area > 6321 [m.sup.2]h 21110 [m.sup.2]h
 55dBA
Eutrophication N[H.sub.3] 0,022 g 0,064 g
Energy cons. MJ 930 MJ 1812 MJ
Distance [m.sup.2]h 133 299 [m.sup.2]h
Land use km 1640 km 2260 km
Exploited c. % 90 % 86,5/70 %