CEFIC_Measuring & Managing Co2 Emissions of European Chemical Transport

7/30/2019 CEFIC_Measuring & Managing Co2 Emissions of European Chemical Transport

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Measuring and ManagingCO2 Emissions

o European Chemical Transport

Proessor Alan McKinnon

Dr Maja Piecyk

Logistics Research Centre

Heriot-Watt UniversityEDINBURGH, UK

Report prepared for


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For electronic version of this report, see www.cefc.org


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Contents

Foreword 2

ExecutiveSummary 3

1.Introduction 4

2.MeasurementofCO2Emissions 5 2.1Settingobjectivesorcarbonmeasurement 5

2.2Selectingmethodsocalculation 5 2.3Defningboundaries 6

2.4Factorsaectingthechoiceoemissionactors 9

2.5ReviewoEuropeandatasourcesonreightemissionactors 13

2.6Characteristicsochemicaltransportoperations 14

2.7Averageemissionactorsorthemovementochemicalsbythedierenttransportmodes 16

2.8Recommendedaverageemissionactorsorchemicaltransportoperations 20

3.MeasurementofTransport-relatedCO2EmissionsinotherSectors 21

4.OpportunitiesforDecarbonisingChemicalTransportOperations 25 4.1Modalsplit 26

4.2Supplychainstructure 27

4.3Vehicleutilisation 27

4.4Fuelefciency 29

4 .5Carbonintensityouel 30

5.CostEffectivenessofDecarbonisationMeasures 31

6.Conclusion 34

Biographies 36

1

Contents


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Measuringan

dManagingCO2

Emissionsfromt

heTransportofChemicalsinEurope

2

Foreword

Climatechangeisoneothebiggestchallengesac-

ingindustries,governmentsandsociety.

Policymakersandindustrysectorsacrosstheworld

areworkingtounderstandtheirownroleand

requiredactions.Individualchemicalcompaniesare

alreadydoingalotoworkintheareaoenergy

efciencyandinnovation,recognisingenvironmental

perormancealongsidehealth,saetyandsecurityasessentialorbusinesssuccess.

Thechemicalindustryisuniquelyplacedtoenable

energysavingsandreducegreenhousegasemissions

throughtheapplicationoourproducts,orexample

buildinginsulationandlow-temperaturedetergents.

TheEuropeanchemicalindustryhasanexcellent

trackrecordovermanydecadesoimprovingenergy

efciencyatitsmanuacturingsites.

Toidentiyhowwecanimprovetheperormanceo

thelogisticsoperationsothechemicalindustry,we

mustfrstunderstanditscurrentcarbonootprint.By

developingacommonunderstandingohowtocal-

culatethis,alongwithrelatedissuesandchallenges,

individualcompanieswillbeabletoassessthemselves

inawaythatiscomparableacrosstheindustry.

InthisReport,ProessorAlanMcKinnonandDrMaja

Piecykassessarangeoexistingtoolsandtheories

oncarbonootprinting.Theirreviewoavailable

literatureillustratesthenumerousapproachesand

assumptionsinthisarea.McKinnonandPiecykalso

lookatthelessonsthatcanbelearntromwhat

otherindustriesaredoing.

Althoughthereisnodefnitivemethodologyon

calculatingcarbonemissionsatpresent,thereport

providesclearguidanceinkeyareas.

Bytakingacloserlookattheoperationsosomeo

thelargerchemicalcompanies,McKinnonandPiecyk

areabletostarttobuildapictureocurrentCO2

emissionsothevarioustransportmodes.Finally,

theyconsidersomeothepotentialdecarbonisationmeasuresavailabletothechemicalindustryandthe

possiblechallengesthatneedtobeovercometo

achievethese.

ThisReportrepresentsthefrststeptounderstand-

inghowwecanassessandimproveouroperations.

Incommissioningthiswork,thechemicalindustryis

takingaproactiveroleinimprovingthemeasurement

andmanagementotransport-relatedcarbonemis-

sionsaspartoitscontinuingcommitmenttosae,

efcientandsustainablelogistics.

Jack Eggels

Chairman

Cefc Strategy Implementation

Group Logistics

Cefc - European Chemical Industry Council


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Executive Summary

Thisreportexaminestheoptionsormeasuring

andreducingcarbondioxide(CO2)emissionsrom

transportingchemicalsproducedinEurope.Itisbased

onareviewoliterature,theresultsoapreliminary

surveyolargechemicalcompaniesundertakenby

Cefc,interviewswithseniorlogisticsmanagersin

thechemicalindustryandahigh-levelworkshop

onthesubjectconvenedbyCefc.Thestudyalso

investigatedthemeasurementocarbonemissionsromtransportinotherindustrialsectorstoseewhat

lessons,iany,canbelearnedbychemicalcompanies.

Thereportbeginsbyconsideringthereasonswhy

companiesneedtocarbonootprinttheirtransport

operations.Itthendiscussesaseriesokeyissuesthat

mustberesolvedwhendesigningacarbonmeasure-

mentsystemorreighttransport.Theseincludethe

choiceoapproach(eitherenergy-basedoractivity-

based),thedefnitionocorporate,unctional,system

andgeographicalboundariesaroundthelogistics

systemtobeaudited,thetypesogreenhousegas

(GHG)andtransportmodestobeincludedinthe

calculation,thedegreeoanalyticaldisaggregation

andassumptionstomadeabouttheallocationo

emissionsromtheemptyrepositioningovehicles

andcontainers.

Wethenreviewthepublisheddata,atbothEuropean

andnationallevels,oncarbonemissionactorsor

thevarioustransportmodesusedbychemicalcompa-

nies.Arangeovaluesexistoreachmodereecting

dierencesinprimarydatasourcesandassumptions

aboutvehicleloadactors,uelefciencyandtypeo

energy(orelectrifedrailreightservices).Tableshave

beencompiledtoshowtherangeovaluesreported

inpublishedreportsanddata-sets.Aseriesoaver-ageemissionactorsarethenrecommendedorthe

movementochemicalsbyeachothetransport

modes,takingaccountotheparticularcharacter-

isticsochemicallogistics.Inthecaseotrucking,

thedominantmodeochemicaltransport,matrices

arepresentedtoshowhowtheaverageemission

actorsvarywiththeweight-basedloadingactorand

percentageoemptyrunning.Giventhediversityo

waterbornereightservices,separateaverageemis-

sionactorsareprovidedordierenttypesoshort-

seaanddeep-seaoperations.Mode-specifcemission

actorshavebeencombinedtoderivecomposite

emissionactorsorinter-modalreightservices.

AstheEuropeanchemicalindustryisnotalonein

tryingtocarbonootprintitstransportoperations,

acomparisonhasbeenmadeosimilarinitiatives

innineothersectors:cement,ertiliser,steel,metal

cans,bitumen,wineandspirits,ood,paperand

board/packagingandpostalservices.Severalothese

sectors,suchasertiliser,packagingandwinesand

spirits,havegonethroughasimilarprocesstothe

Europeanchemicalindustryinadoptinganactivity-

basedapproachtothecarbonootprinting

otransport.

Overall,however,thechemicalindustryappearstobe

oneothemostprogressivesectorsinitsmeasure-

mentotransport-relatedemissions.

Havingmeasuredtheseemissions,thenextstage

isorcompaniestodevelopstrategiesorreducing

them.Theremainderothereportexaminesarange

odecarbonisationmeasuresorchemicaltransport

operationswithinagreenlogisticsramework.Thisrameworkocusesattentiononfvekeyparameters:

reightmodalsplit,supplychainstructure(i.e.num-

berandlengtholinksinthesupplychain),vehicle

utilisation,energyefciencyandthecarbonintensity

otheenergysource.Opportunitiesoralteringeach

otheseparametersisassessed.Considerationisalso

giventothegeneralcost-eectivenessothesede-

carbonisationmeasures.Availabledatasuggeststhat

mostothemeasureswhichcutcarbonemissions

alsoreducecostsandprovesel-fnancingintheshort

tomediumterm.

Theconcludingsectionshowshow,astheavailability

odataonenergyuse,loadactorsandconsignment

routingincreases,themeasurementocarbonemis-

sionsromchemicaltransportcanevolveromthe

currentactivity-basedapproachtoamoreaccurate

andexibleenergy-basedapproach.

3

ExecutiveSummary


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MeasuringandManagingCO2

Emissionsfromt

heTransportofC

hemicalsinEurope

4

Tomeettheambitiouscarbonreductiontargetsthat

governmentsarenowsettingor2020andbeyond,

individualcompaniesandindustrysectorswillhaveto

implementdecarbonisationstrategiesoverthenext

ewyears.Thelongerthatittakesthemtogetonto

anappropriatecarbonreductiontrajectory,theharder

itwillbetoreachthetargets.Manyindustrysectors

andcompaniesarestillatanearlystageinthispro-

cess,analysingtheirgreenhousegas(GHG)emissionsandexploringoptionsorreducingthem.Astheold

businessmantrastates,iyoucantmeasureityou

cantmanageitandsothelogicalplacetostartis

withdetailedmeasurementoGHGemissions.

Eortshavebeenmadeinternationallytostandardise

themeasurementandreportingotheseemissionsin

ordertoensurecomparability.Atpresentthereisno

singleagreedstandard,thoughthetwomainstan-

dardsdevelopedbytheWorldBusinessCouncilon

SustainableDevelopment/WorldResourcesInstitute

(2004)(theGreenhouseGasProtocol)andInterna-

tionalStandardsOrganisation(ISO14064)arebroadly

similar.Bothsetoutguidelinesorthecarbonaudit-

ingoindividualbusinessesandprovideadviceonthe

scopingothecalculation,datacollectionmethods

andtheallocationoemissions.Neither,however,

providedetailedguidanceonhowcarbonemissions

romspecifcactivities,suchastransport,shouldbe

measured.AseparateinitiativebyCEN,theEuropean

standardsorganisation,iscurrentlydevelopingand

agreeingstandardsorthemeasurementoGHG

emissionsromtransport,butthisprocessisunlikely

tobecompleteduntilthemiddleo2012.

Inthemeantime,companiesandindustrybodiescan

obtainadviceonthecarbonauditingotransport

operationsromgovernmentdepartments/agen-

cies,suchasDEFRAintheUKandADEMEinFrance,

andnationalstandardsbodies,suchastheBritish

StandardsInstitutionandtheFrenchAFNOR.Inthe

absenceoagreedmeasurementstandards,however,

thereisadangerthatindividualsectorswilladopt

standardsandproceduresthatproduceinconsistentresults.Onepurposeothisreportistoexamine

thewaysinwhichcarbonemissionsromreight

transportarebeingmeasuredinEuropeand,onthat

basis,recommendacarbonootprintingprocedure

orchemicaltransportoperations.

Cefchasrecentlyconductedasurveywhichcollected

dataontonnagesanddistancesmovedbydierent

transportmodesandpermittedthecalculationoag-

gregatefguresorCO2emissions.Thisinitialexercise

hashighlightedtheproblemsochoosingsuitable

emissionactorsorthevarioustransportmodes.The

presentstudyaimstoachievethreemajorobjectives:

Provideadviceonmeasuringthecarbonootprint

oEuropeanchemicaltransport,inparticularon

thechoiceoappropriateaveragecarbonemission

actorsorthedierentmodesotransport

Reviewsimilarinitiativesinotherindustrialsectors

toseeitherearelessonstolearned

Identiymajoropportunitiesorreducingthe

carbonootprintoEuropeanchemicaltransport

operations

1. Introduction

Inundertakingthisstudywehavereviewedrelevant

publishedliterature,datasetsandwebsites.Allthe

mainestimatesocarbonemissionactorsorEuro-

peanreighttransporthavebeencompared.Insome

caseshypotheticalvalueshavebeeninsertedintoon-

linecarboncalculators,simulatingreightmovements

thatwouldbetypicalothechemicalindustry.Togain

adeeperinsightintochemicaltransportoperations

andthepracticalproblemsocollectingemissions-relateddataandopportunitiesordecarbonisation,

wehaveconductedtelephoneinterviewswithsenior

logisticsmanagersinlargechemicalcompanies.

AworkshopwasalsoheldatCefcsofcesinBrus-

selstodiscussanearlierdratothisreport,which

wasattendedbylogisticsmanagersromchemical

companies.Inthisreportprimarydatacollectedrom

theinterviewsandthisworkshophasbeenintegrated

withsecondary,publisheddataobtainedromother

sources.

Inassessingtherangeomeasuresthatcanbeap-

pliedtocutCO2emissionsromchemicaltransport,

wehaveadoptedananalyticalrameworkdeveloped

inthecourseoaUKuniversityresearchprojectcalled

GreenLogistics1.

Sections2and3othereportdealwithcarbon

measurementissues,whilesection4concentrates

onpossiblecarbonreductionoptionsorEuropean

chemicaltransport.

1 Moredetailsothisresearchprojectcanbeoundat

www.greenlogistics.org.


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2 CarbonTrust(2007)CarbonFootprintsintheSupplyChain:theNextStepsorBusinessLondon.

3 Piecyk,M.CarbonAuditingoCompanies,SupplyChainsandProductsinMcKinnon,A.C.etal(eds)(2010)GreenLogistics,Kogan

Page,London.

2. Measurement of CO2 Emissions

TheUKCarbonTrust2hasrecommendedafvestep

procedureorthemeasurementandreportingo

carbonemissionsrombusinesses(Figure 1).Inthis

sectionwewilldiscusseachothesestepsasthey

relatetochemicaltransportoperations.

FIGURE1

CarbonMeasurementProcess

(adaptedfromtheCarbonTrust,2007)

2.1Settingobjectivesforcarbonmeasurement

Itisimportantoracompanyorindustrytoestablish

attheoutsetwhytheyaremeasuringcarbonemis-

sionsbecausetheanswertothisquestionlargely

determinestherequireddegreesocoverage,ac-

curacyanddisaggregation.Thereareseveralpossible

reasons,someexternaltothebusinessandothersyieldinginternalbenefts:

Externalfactors

1.Legalobligation:insectorscoveredbythe

EuropeanEmissionsTradingScheme(ETS)or

nationalcarbontaxation/levyschemes,carbon

measurementiscompulsory.Whiletheproduc-

tionactivitiesochemicalcompaniesarecurrently

coveredbytheseschemes,transportandlogistics

operationsarestillexcluded.(Airtransportwillbe

includedintheETSin2012,thoughchemicalcom-

paniessendonlyatinyproportionotheirreight

bythismode.)

2.Customerrequest:industrialcustomerscanaskor

estimatesotheamountocarbonembeddedin

theproductstheybuy.Thisisbeginningtohappen

intheretailgrocerysector,thoughisstilluncom-

moninthechemicalindustry.

3.Corporatesocialresponsibility:carbonauditingand

reportingisbecomingakeyaspectoCSR.

4.Participationinindustry-widesurveysandbench-

markingexercises:industrysectorsarekeento

demonstrateandimprovetheircarboncredentials.

Internalmotives

5.Identiyingopportunitiesorcuttingcarbon

andimprovingefciency

6.Assessingthecarbonimpactologisticsdecisions

andinvestments

7.Measuringchangesincarbonemissions

throughtime

2.2Selectingmethodsofcalculation

Therearebasicallytwoapproachestotheestimation

oCO2emissionsromreighttransportoperations:

onebasedonenergyconsumptionandtheotheron

thelevelotransportactivity3.

Energy-basedapproach:sincealmostallCO2emis-

sionsromreighttransportareenergy-related,the

simplestandmostaccuratewayocalculatingthese

emissionsistorecordenergyuseandemploystan-

dardemissionactorstoconvertenergyvaluesinto

CO2.Theunitoenergywilltypicallybelitresouel

ortrucks,diesel-hauledtrains,bargesandships,and

kilowatthoursorelectrifedrailandpipeline.

Forcarriersandcompanieswithinhousetransport

STEP5Verication and reporting

STEP4Calculation

STEP3Data collection and choice

of emission factors

STEP 2

Selecting calculation approachand dening boundaries

STEP1Setting objectives

5

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Emissionsfromt

heTransportofC

hemicalsinEurope

4 Thistoolcanbeoundatthewww.greencargo.com

website.

operations,whichhavedirectaccesstotheenergy

data,theenergy-basedapproachisclearlypreer-

able.AsmosttransportoperationsintheEuropean

chemicalindustryareoutsourced,however,shippers

lackdirectaccesstothisenergydata.Somechemical

companieshaveaskedorthisdataandreceivedes-

timatesoaverageuelefciencyromtheircarriers.

Noevidencehasbeenoundocarriersprovidinguel

consumptiondataonajourney-by-journeybasisorchemicalows.Theissueoobtainingueldatarom

carriersismoreullydiscussedinasection4.4.

Activity-basedapproach:Intheabsenceoenergy

data,itispossibletomakearoughestimateothe

carbonootprintoatransportoperationbyapplying

asimpleormula:

CO2=tonnestransportedxaveragedistancetrav-

elledxCO2emissionsactorpertonne-km

Companyrecords,ERPsystemsanddeliverymaniests

canprovidethenecessarydataontonnagesmoved.

Forroadmovements,estimatesoaveragelengtho

haulcanalsobebasedondataromthesesources.I

necessary,sotwarepackagessuchasMapPointand

Autoroutecanbeappliedtolistsocustomerloca-

tionstoestimateroaddistances.Obtainingdistance

dataorrailandwater-bornetransportcanbemore

problematic,thoughtheEcoTransitonlineenviron-

mentalassessmenttoolcanbeusedorthispurpose.

Inthecaseointermodaltransport,shippersoten

donotknowtherouteollowedorthedistancesplit

betweendierenttransportmodes.Theyusuallyrely

oncarrierstoprovidethisinormation,thoughthe

EcoTransittool4providesapproximateroutinganddis-

tancedataorintermodalowsspecifedbytheuser.

Oneothemostdifcultissuestoresolveinapplying

theactivity-basedapproachisthechoiceocarbon

emissionactorsoreachmode.Thesearegenerally

expressedasgrammesoCO2pertonne-km.

Thisweight-basedmeasurementoemissionactorsiswellsuitedtothechemicalindustryasitsproducts

havearelativelyhighdensityandcausevehicles

toweighoutbeoretheycubeout.Asaconse-

quence,vehicleloadactorsinthechemicalindustry

aregenerallymeasuredinweightterms.

Oneothechemicalcompaniesconsultedhad

obtaineduelconsumptiondataromsomeoitscar-

riersandmanagedtoderiveitsownsetoemission

actors.Nogeneralemissionactors,however,have

soarbeencalculatedorchemicaltransportasa

whole.Itisnecessarytorely,thereore,onthenumer-

ousstudiesthathavebeenundertakeninEurope

overthepastdecadetoestimateemissionactorsor

thegeneralmovementoreightbydierentmodes.

Theyarereviewedinsection2.5.

2.3Deningboundaries

Fourtypesoboundarymustbedrawnaroundthe

transportsystemtodelimittheextentothecalcula-

tion:corporate,unctional,systemandgeographical

boundaries.

2.3.1Corporateboundary

Thisdeterminesthedivisionoresponsibilityorcar-

bonemissionsbetweenthecompanyanditssuppli-

ers,customersandcarriers.Thelineshouldbedrawn

inawaythatminimisesdouble-countingandallo-

catesresponsibilitytotheentitythathasthegreatest

controlovertheemissions.Thisusuallyreectsthe

allocationofnancialresponsibility.Whoeverpaysor

theactivityshouldbeassignedtherelatedCO2emis-

sions.Forcompaniestakingownershipothegoods,

thedeliverytermsprovideasolidcommercialandle-

galbasisorallocatingthetransportemissions.Where

thefnishedproductissoldonadeliveredpricebasis,

theshipperwillberesponsibleortheseemissionsas

arasthecustomerspremises.I,ontheotherhand,

ashappenswitharound20-30%ochemicalsales,

thecustomerarrangescollectionromtheplant,he

mustassumeresponsibilityorthetransportCO2.

Thesituationwithcarriersismorecomplicatedand

requiresjudgementandnegotiation.Wheretrans-

portisoutsourced,theemissionsallintowhatthe

GreenhouseGasProtocolcallsScope3,i.e.emissions

romactivitiesperormedbyothercompanieson

yourbehal.Itisnowconsideredgoodpracticeor

businessestocounttheseScope3emissionsaspart

6


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otheircarbonootprint.Thereremainssomedebate,

however,overtheallocationoacarriersemissions

betweenitsclients.Whereachemicalcompanydes-

patchesaullloadoproduct,itwouldbeallocated

alltheemissionsromthisoutboundjourneyleg.

Asalargeproportionooutbounddeliveriesinthe

chemicalindustryallintothiscategory,thismakes

theallocationrelativelystraightorward.Moreconten-

tiousistherepositioningoemptyvehiclestocollectconsignmentsochemicals.Broadlyspeakingonecan

taketwoviewsonthisissue:

1.Itistheresponsibilityothecarriertofndreturn

loadsoritsvehicles.Thisgivesitacommercial

incentivetofndabackload.Manycarriersare

reluctanttodivulgeinormationaboutemptyrun-

ningandreturnloading,onthegroundsthatthis

wouldweakentheircommercialpositioninnego-

tiations.Iitisassumedthatitisthecarriersjobto

maximisebackloadingandthathewillnotdisclose

theleveloemptyrunning,itseemslogicalthathe

shouldtakeresponsibilityorrelatedemissions.The

carrier,aterall,hasmuchmorecontroloverthe

useobackhaulcapacitythantheshipper.

2.Therepositioningoemptyvehiclesisanintegral

partothetransportserviceprovidedbyacarrier.

Theshipperindirectlypaysortheemptylegsas

partotheratethecarrierchargesand,hence,it

shouldacceptatleastsomeotheresponsibility

ortherelatedcarbonemissions.Mostothepub-

lishedemissionactorsorroadreightalsomake

anallowanceoremptyrunning.

Discussionswithlogisticsmanagersinthechemical

andotherindustriesindicatethatthefrstproposition

commandsagooddealosupport.However,asa

signifcantamountoemptyrunningisinevitableand

attributabletotheoutbounddeliveryochemicals,

itseemsreasonablethatchemicalcompaniesshould

assumesomeresponsibilityorcarbonemissionsrom

emptyjourneylegs.Intheestimationoemissionac-

torsorroadtransportinSection2.4,thereore,theeectsodieringlevelsoemptyrunningonroad

emissionactorsweremodelled.

2.3.2Functionalboundary

Boundariesmustalsobedrawninternallytodefne

thescopeothetransportcalculation.Inthecaseo

chemicallogisticstherearetwoareaswherethisis

particularlysignifcant:

Internalsupplychain:thereisunanimousagree-

mentthatoutbounddeliverytocustomersandinter-

planttransersshouldbeincludedinthecalculation

andthatthemovementomaterialsontheproduc-

tionsitebeexcluded.On-sitetransportisconsidered

partotheproductionprocess.Opinionsdieron

whetherinboundowsomaterialsshouldliewithin

thescopeothecalculation.Theeasiestwayodeal-

ingwiththisissueistoapplytherulediscussedabove

underthecorporateboundaryheading(section2.3.1)

i.e.ithecompanytakesresponsibilityorcollecting

inboundsupplies(i.e.buysthemonanexworksbasis

andpaysorthetransport)thentheyshouldalsoas-

sumeresponsibilityortherelatedcarbonemissions.

Relatedlogisticsactivities:shouldthecalcula-

tionincludeemissionsromwarehousing,materials

handlingoperations,tankcleaningetctopermit

morecomprehensivecarbonootprintingologistics

asawhole?Forexample,usingdataprovidedbya

majortankcleaningcompany,weestimatethatthe

CO2emissionsassociatedwiththisprocessrepresent

around5-7%otheaverageCO 2emissionsroma

roadshipmentochemicals.Onemajorbeneftoadoptingabroaderapproachisthatitexposescarbon

trade-osinthemanagementotheseinter-related

logisticalactivities.Decarbonisationeortscouldthen

bemoreeectivelyco-ordinatedacrosstheentire

logisticsunction.Whilethiswouldbeaworthwhile

goalinthemediumterm,thepriorityatpresentlies

inrefningcarbonmeasurementothetransport

unction.

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Measuringa

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2.3.3Systemboundary

TheSwedishenvironmentalorganisation,NTM,has

dierentiatedfvelevelsosystemboundarythatcan

bedrawnaroundatransportoperationandlabelled

themSB1-SB5(Figure 2).Theselevelsarecumulative:

SB1:confnesthecalculationtoemissionsromthe

actualtransportoperation,mostowhichemanateromthevehicleexhaust,thoughinthecaseoelec-

trifedrailreightoperationsincludeemissionsrom

theelectricalpowersource.

SB2:alsotakesaccountotheextraction,production,

refning,generationanddistributionoenergy,taking

aso-calledwell-to-tankperspective.

SB3:alsoincludestheservicingandmaintenanceo

vehiclesandtransportinrastructure

SB4:broadensthescopeevenurthertoinclude

emissionsromthemanuactureothevehicles,

constructionotransportinrastructureandtheir

subsequentscrappageanddismantling.

SB5:alsoincludesemissionsassociatedwiththeman-

agementotransportoperations,essentiallyofce

unctionsandtheactivitiesosta.

ItmaybealongtermaspirationtoadopttheSB5

levelofauditing,butatpresentmostmeasure-

mentofcarbonemissionsfromfreighttransport

isconductedattheSB1level.Someorganisations

havecompiledemissionfactorsthatembracelevels

FIGURE2

SystemBoundariesaroundTransportOperationsforCarbonMeasurement(source:NTM)

8

SB5Administrative functions, personnel, etc

SB2Energy supply (well-to-tank / power plant)

SB1Trafc operations- propulsion (engines / power plant)- evaporation and battery losses- cargo climate control

SB4Vehicle / train / vessel / aircraft - constructionandscrapping

Trafcinfrastructureandtransportinfrastructure- construction and dismantlingServiceandmaintenanceinfrastructure-constructionanddismantling

SB3Vehicle / train / vessel / aircraft - service and maintenanceTrafc infrastructure - operation and maintenanceTransport infrastructure (terminals) - operation(incl. energy supply and maintenance)


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SB2andSB3forsometransportmodes.Itmightbe

possible,therefore,tomakeroughestimatesofthe

carbonfootprintofchemicaltransportatlevelsSB1,

SB2andSB3,thoughthefocusofthisreportwillbe

onemissionswithinSB1.

Itisimportanttoapplythesystemboundarylevel

consistentlyacrosstransportmodes.Forexample,itis

essentialtoincludeemissionsromthegenerationoelectricityorelectrifedrailreightoperations.

AttheSB1level,onlydirectemissionsromthe

electricalgeneratingplantareincludedandcanbe

comparedwithuelburnedbynon-electricvehicles.

2.3.4Geographicalboundary

TheEuropeanchemicalindustryservesaglobal

marketandmuchoitsexportvolumeissoldona

deliveredpriceorcostinsurancereight(ci)basis,

makingthecompaniesresponsibleortransportat

leastasarastheoreignportoentry.Whilethe

mainocusothecarbonmeasurementexerciseis

ontransportoperationswithinEurope,allowanceis

alsomadeoremissionsromtheexportochemicals

bydeep-seavesselsand,toamuchlesserextent,air

reight.

2.4Factorsaffectingthechoiceofemissionfactors

Severalissueshavetoberesolvedinchoosingappropri-

ateemissionactorsorchemicaltransportoperations:

a)Greenhousegasestobeincluded

b)Transportmodestobecovered

c)Degreeodisaggregationbytypeovehicleandpowersource

d)Energysupplychain

e)Assumptionsaboutvehicleloadactors

andemptyrunning

) Natureotheproduct

g)Logisticaloperationsatdieringlevels

inthechemicalsupplychain

h)Geographicalvariability

2.4.1Greenhousegases

CO2isestimatedtoaccountoraround93-95%

ototalGHGpotentialoemissionsromreight

transport.Nitrousoxideandrerigerantgasesmake

upmostotheremainder.Asewianychemical

consignmentsrequiretemperature-control,theCO2

shareototalGHGemissionromchemicaltransport

islikelytobeevencloserto100%.Furthermore,

mostothepublishedemissionactorsorreightare

expressedsolelyintermsoCO25.Itisrecommended

thereorethatthecarbonootprintingochemical

transportalsobeconfnedtoCO2.

2.4.2Transportmodes

Emissionactorswillberequiredorthemainmodes

oreighttransportusedtomovechemicalsin

Europe:

Road

Rail

Inlandwaterway/barge Short-seashipping:bulk,tanker,

ro-roerry,container

Deep-seashipping

Pipeline

Air

Althoughonlyatinyproportionochemicalconsign-

mentsmovebyair,theytravellongdistancesbythis

modeandairreightserviceshaveacarbonintensity

aroundtentimesthatoroadhaulage.

Itispossibletocalculatecompositeemissionactors

orintermodaltransportbyweightingmode-specifc

actorswithestimatesothedistancestravelledby

eachmode.Whilethiscanbedoneorindividual

owsonparticularroutesusingonlinetools(suchas

EcoTransit),nopublisheddataareavailableonthe

distancesplitbetweenmodesthatwouldberequired

tocalculateaverageemissionactorsordierent

intermodalcombinationsataEuropeanlevel.Average

valuesorthisdistancesplithavehadtobeestimated.

5 ADEMEquotetheiremissionactorsingCO2

equivalent.

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2.4.3Degreeofdisaggregationbyvehicletypeandpowersource

Onecaneitheruseaveragevaluesoreachothe

mainmodesordisaggregatethembyvehicletype

andpowersource.Theavailabledatasetsvaryinthe

extenttowhichtheydisaggregateemissionactors

andintheclassifcationstheyuse.Themodeoering

thegreatestdegreeodisaggregationbyvehicletypeisroad.Thisisortunateaschemicalsarepredomi-

nantlymovedbyroad.Itispossibletodierentiate

thecarbonintensityoheavyarticulatedtrucks,which

accountoralargeproportionothetotalmovement

ochemicalsinEurope.

Muchlessdisaggregationispossibleorrailreight

operations.Themaindistinctionisbetweenelectri-

fedanddiesel-hauledreighttrains,withtheormer

urthersub-dividedtotakeaccountowidedier-

encesinthecarbonintensityothevariousormso

electricitygeneration.Whileitispossibletoobtaina

rangeoemissionactorsorthesedierentrailreightenergycategories,itisverydifculttoapplythemin

practiceasrailcompaniesandintermodaloperators

donotprovideshipperswithabreakdownothe

distancetravelledortonne-kmsmovedusingdier-

entpowersources.Untilthisinormationisroutinely

provided,chemicalcompanieshavelittlechoicebut

touseemissionactorsorrailreightthatreectthe

averagediesel/electrictractionsplitorreighttrains

andaveragemixoelectricalpowersources.

Thereisalsolimiteddierentiationovesselsmoving

reightontheinlandwaterwaynetworkorbysea.In

thecaseomaritimeoperations,thegrossweighto

thevesselisakeydeterminantotheemissionactor.

Somedatabasescontainindicativeemissionactors

orvesselsodieringgrossweights.

2.4.4Energysupplychain

Asdiscussedabove,oneothemaindecisionsthat

mustbemadeinanycarbonmeasuringexercise

iswhetherornottoincludeemissionsromthe

extraction,productionanddistributionoenergy,

inotherwordswhetherthecalculationsshouldbe

doneonawell-to-wheelbasisoronlytakeaccount

oemissionsatthepointoenergyconsumptionon

thevehicle(tank-to-wheel).Theemissionactors

quotedinthisreportrelatesolelytouelconsumption

onboardthevehicle,exceptinthecaseoelectrifed

railreightoperationswhereemissionsromthegen-

erationoelectricityinpowerplantsisincluded.

2.4.5Assumptionsaboutvehicleloadingandemptyrunning

Averagecarbonemissionactorsareverysensitive

totheseassumptions.ThisisillustratedbyFigure 3

whichshowshowtheemissionactorsorthemove-

mentoreightina44tonnetruck(witha380brake

horsepowertractorunit)haveanegativeexponential

relationshipwithpayloadweight.Thecalculationis

basedondatacollectedbyCoyle6

invehicletrialsor

theUKgovernmenttomonitortheeectsopayload

ontheuelefciencyotrucks.Overthepayload

range1-10tonnesthereisadramaticreductionin

thecarbonemissionactor.Thereatertherateo

reductionisrelativelygentleasthecurvebecomes

asymptotictotheX-axis.Figure 4magnifesthe

lowersectionothecurveandshowshow,even

acrossthisattersection,modestchangesinpayload

canhaveasignifcantimpactontheemissionactor.Increasingtheloadrom20to26tonne,orexample,

reducesthegCO2pertonne-kmrom48to41.5.No

allowanceismadeinthiscalculationortheempty

runningothetruck.Table 1addsanextradimen-

siontothecalculationandshowshowvaryinglevels

oemptyrunningaecttheemissionactor.Fora

givenpayloadontheladensectionothejourney,the

leveloemptyrunningcanhaveamarkedeecton

theemissionactor.Forexample,oranaveragepay-

loado26tonnesontheladensection,theemission

actorcanvaryrom41.5gCO2pertonne-kmwith

noemptyrunningto68.6gCO2pertonne-kmwhen

40%othekilometresarerunempty.

Itismucheasiertoassesstheeectsovehicleload-

ingonemissionactorsintheroadreightsectorthan

itisorothertransportmodes.Thisispartlybecause

muchlessresearchhasbeendoneontherelationship

betweenloading,energyuseandemissionsinthe

caseothesemodes,butalsobecauseshippersoten

havelittleknowledgeotheutilisationoreight

trains,bargesandships.Itispossibleorthemto

monitortheloadingotrucksaswellasdedicated

trainsandbargesleavingtheirsites.Wherechemical

companiesconsignmentsaregroupedwiththoseo

6 M.Coyle(2007)EectsoPayloadontheFuelConsumptionoTrucksDepartmentorTransport,

London.


13/40

FIGURE3

RelationshipbetweenCarbonEmissionFactorandTruckLoadintonnes(fullrange)

TABLE1

CarbonEmissionFactors(gCO2/tonne-km)for40-44tonneTruck

withVaryingPayloadsandLevelsofEmptyRunning

FIGURE4

RelationshipbetweenCarbonEmissionFactorandTruckLoad(10-29tonnes)

(basedondatafromCoyle2007)

0

100

200

300

400

500

600

700

800

2928272625242322212019181716151413121110987654321

gCO

2/tonne-km

Payload-tonnes

0

10

20

30

40

50

60

70

80

90

2928272625242322212019181716151413121110

gCO

2/tonne-km

Payload-tonnes

loadtonnes

%oftruck-kmsrunempty

0% 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%

10 81.0 84.7 88.8 93.4 98.5 104.4 111.1 118.8 127.8 138.4 151.1

11 74.8 78.2 81.9 86.1 90.8 96.1 102.1 109.1 117.3 127.0 138.6

12 69.7 72.8 76.2 80.0 84.3 89.2 94.7 101.1 108.6 117.5 128.1

13 6 5.4 6 8.2 7 1.4 74 .9 7 8.9 8 3.4 8 8.5 9 4.4 1 01.3 10 9.5 119 .3

14 61.7 6 4.4 6 7.3 7 0.6 74 .2 7 8.4 8 3.2 8 8.7 9 5.1 1 02 .7 111.8

15 5 8. 6 61. 0 6 3. 8 6 6. 8 70 .3 74 .2 78 .6 8 3. 7 8 9.7 9 6. 8 10 5. 3

16 55 .9 5 8. 2 6 0.7 6 3. 6 6 6. 8 70 .5 74 .6 79. 5 8 5.1 91.7 9 9. 7

17 5 3. 5 55 .7 5 8.1 6 0. 8 63 .8 6 7. 2 71. 2 75 .7 81. 0 87. 2 9 4. 7

18 51. 4 53 .5 55 .8 5 8. 3 61. 2 6 4. 4 6 8.1 72. 4 7 7. 4 8 3. 3 9 0. 4

19 4 9. 6 51. 5 53 .7 5 6.1 5 8. 8 61. 9 6 5. 4 6 9. 5 74 .2 79 .8 8 6. 5

20 4 8. 0 4 9. 8 51.9 5 4. 2 5 6. 8 5 9.7 6 3. 0 6 6. 9 71. 4 76 .7 8 3. 0

21 4 6. 6 4 8. 3 5 0. 3 52. 5 5 4. 9 5 7.7 6 0. 9 6 4. 5 6 8. 8 73 .9 8 0. 0

22 45 .3 47. 0 4 8. 8 5 0. 9 53 .3 55 .9 59. 0 6 2. 5 6 6. 5 71. 4 7 7. 2

23 4 4. 2 45 .8 47. 6 4 9. 6 51. 8 5 4. 3 57. 2 6 0. 6 6 4. 5 69 .1 74 .7

24 4 3. 2 4 4.7 4 6. 4 4 8. 3 5 0. 5 5 2. 9 55. 7 5 8. 9 6 2.7 67.1 72. 4

25 42. 3 43 .8 4 5. 4 47. 3 4 9. 3 51.7 5 4. 3 57. 4 61. 0 65 .2 70. 3

26 41. 5 4 2. 9 4 4. 5 4 6. 3 4 8. 3 5 0. 5 53.1 5 6. 0 59. 5 6 3. 6 6 8. 5

27 4 0. 8 4 2. 2 4 3.7 4 5. 4 47. 3 4 9. 5 52. 0 5 4. 8 5 8.1 6 2.1 6 6. 8

28 4 0. 2 41. 5 4 3. 0 4 4. 6 4 6. 5 4 8. 6 51. 0 5 3. 7 5 6. 9 6 0.7 6 5. 3

29 3 9.7 41. 0 4 2. 4 4 4. 0 45 .7 47. 8 5 0.1 52. 7 55 .8 59 .5 6 3. 9

11

Chapter2

MeasurementofCO2Emissions


14/40


Emissionsfromt


othercompaniesintrainsandvessels,however,the

overalldegreeoloadingisnotknown.Onemust

thenrelyonestimatesbasedonaverageloadingo

thesemodes.Therehasbeenevidenceinthepasto

modalbiasesintheassumptionsmadeaboutvehicle

loading,withemissionactorsorsomemodesbased

onullloadingandorothersonlyonaverageload

actors.Itisimportantthattheorganisationscompil-

ingemissionactordatasetsmakeassumptionsaboutvehicleutilisationexplicit.Wheretheyarenotde-

clared,cautionmustbeexercisedinusingthequoted

emissionactors.

Aurthercomplicationexistsinthecaseoro-roer-

riesandcontainervessels.Estimatingacarbonemis-

sionactororthemovementochemicalsbythese

modesrequiresatwo-tierassessmentoloading.The

frstistheloadingactorothevehicleorcontainer

andthesecondtheloadingotheavailablespace

onboardthevessel.Theaverageemissionvalues

currentlyavailableorro-roerriesneithermakethis

distinctionnordeclaretheassumptionsonloading.

2.4.6Natureoftheproduct

TheCefcsurveyochemicaltransportoperations

askedcompaniestodistinguishbulkrompackaged

product.Thenatureotheproductanditspackaging

willinuenceitsdensityandhencetheweight-based

loadandemissionactors.Itisourunderstanding,

however,thatinthechemicalindustrymostpackaged

productisalsodenseandresultsinahighproportion

oloadsreachingthemaximumvehicleweightlimit.

Theremay,thereore,belittleneedtoapplydierent

emissionactorsorbulkandpackagedproduct.I

itwerenecessarytodothis,newempiricalresearch

wouldberequiredasnoneothepublishedsetso

emissionactorscurrentlydierentiatereightby

physicalcharacteristics,otherthanweight.

2.4.7Logisticaloperationsatdifferentlevelsofthechemicalsupplychain

Thenatureothereighttransportoperationvaries

acrossthechemicalsupplychain.Attheupperendo

thechain,primaryproducersobasechemicalsdis-

tributetheirproductsmainlyinbulkinvolumesthat

canfllroadvehicles,barges,ships,wagonsandeven

wholetrains.Theyalsomakerelativelyheavyuseo

thelowercarbontransportmodes(rail,water-borne

servicesandpipeline).Theaveragecarbonintensityo

theseoperationswill,thereore,besignifcantlylower

thanthoseomorespecialistproducersurtherdownthechainwhoseoutputisdespatchedinsmaller

orderstoamorediversemixocustomers,some-

timesonroad-basedmultiple-dropdeliveryrounds.

Ideally,separateemissionactorsshouldbeapplied

tocompaniesatdierentlevelsothechaintoreect

thesedierencesincarbonintensity.Simplyextrapo-

latingthecarbonootprintotransportoperations

attheprimaryendothechaintotheindustryasa

whole,inproportiontotonnagesorsales,islikelyto

under-estimatetotalcarbonemissionsromEuropean

chemicaltransport.

2.4.8Geographicalvariability

Theaverageemissionactorsorparticularmodes

varyromcountrytocountryinEuropeasaresulto

severalactors:

Road:natureotheroadinrastructure,levelotra-

fccongestion,maximumvehicleweight,levelouel

taxes,climate,topography,drivingstylesetc.

Rail:%orailreightserviceselectrifed,%orail-

reightelectricityromlowcarbonsources,railway

loadinggauge,densityoaccesspointsonthe

networketc.

Inlandwaterways:maximumdraught,size,weight

andageovessels,densityoaccesspointsonthe

networketc.

Somedatabases(e.g.Tremove,INFRASandIFEU)

containseparateaverageemissionactorsordier-

entcountries.Somecountriesalsomaintainnationalemissioninventories,basedoncountry-specifcemis-

sionactors.Therangeocarbonemissionactors

currentlyavailableatcountrylevelorthevarious

transportmodesistoolimitedtoconducttheanalysis

anacountrybasis.Thiswouldalsorequirethechemi-

calcompaniestoprovideabreakdownbycountryo

thequantitiesoreightmovedandaveragedistance

travelled.Itmayeventuallybepossibletoobtainall

thenecessarycountrydataorabottomupanalysis

oEuropeanchemicaltransportemissions.Forthe

oreseeableuture,however,itwillbenecessaryto

relyonaveragemodalemissionsactorsorEurope

12


15/40

7 McKinnon,A.andPiecyk,M.(2009)MeasurementoCO2EmissionsromRoadFreightTransport:AReviewoUKExperience.EnergyPolicy,Vol.37,no.10.

8 INFRAS/IWW/IFEA(2004)ExternalCostsoTransport:UpdateStudyZurich/Karlsruhe.

9 Knorr,W.andReuter,C.(2005)EcoTransIT:EcologicalTransportInormationTool-EnvironmentalMethodologyandDataIFEU,Hiedelberg.

asawholeandhopethattheseaithullyreectthe

nationalpatternotransportemissionsacrossthe

continent.

2.5ReviewofEuropeandatasourcesonfreightemissionfactors

Numerousstudieshavebeenundertakenoverthe

past20yearswithinEuropetodevelopemission

actorsordierentormsotransport.Muchothis

workhasbeensponsoredbytheEuropeanCommis-

sionandnationalgovernments.Thesestudiescan

bedividedintotwogeneralcategories;thosewhich

havecompiledprimarydataromlaboratoryexperi-

ments,runningvehiclesunderartifcialconditions

onrollerbedsandthosebasedonthecollectiono

uelconsumptiondataromvehiclesinthecourse

onormal,real-worldoperation.Recentresearchin

theUK7hassuggestedthat,wheretheobjectiveisto

measurecarbonemissionsromtrucksatanationallevel,thelattermethodyieldsmoreaccurateand

realisticresults.Undercontrolledconditionsinlabo-

ratories,however,itispossibletomodelrelationships

betweenvehiclespeed,loading,energyconsumption

andemissionsinmuchgreaterdetail.Whilethisisre-

quiredorenvironmentalmodellingotrafcowsby

publicagencies,itgoeswellbeyondtheneedsothe

currentCefcinitiativetocarbonootprintchemical

transportoperations.Someothisprimarydataon

vehicleemissions,rommajorprojectssuchasMEET,

PHEM,ARTEMISandCOPERT,hasneverthelessbeen

usedtocalibratemoregeneralisedemissionactor

datasets,suchasTremove.Itisthemoregeneralised

datasets,derivedeitherromlaboratorytest-bed

analysisorindustrysurveys,whicharemostrelevant

tothepresentstudy.Someothesedatasetsrelate

totransportataEuropeanlevel,otherstonational

transportsystems.

2.5.1EU-widestudies

INFRAS/IWW/IFEU: Theseorganisationsdeveloped

emissionactorsorarangeoreightandpassenger

transportmodesinthecourseoaprojectundedby

CER,themainorganisationoEuropeanRailways,to

calculatetheexternalcostsotransport.Emission

actorsareprovidedorEuropeasawholeandor

individualEuropeancountries.Thelastsetofgures

waspublishedin20048.

IFEU:OnaseparatecontractromEuropeanrailway

companies,thisorganisationhasdevelopedthe

EcoTransittoolwhichallowsuserstocomparetheenvironmentalimpactomovinggoodsbydier-

enttransportmodesonspecifc,user-defnedroutes

acrossEurope.Inaseparatemanual,IFEUoutlinesthe

methodologyandchoiceoemissionactors9.Unor-

tunately,inthismanual,theemissionactorsorthe

varioustransportmodesareexpressedusingdierent

metrics(e.g.gCO2pertonne-km,gCO2perkgo

uel),makingitdifculttocomparethemonaconsis-

tentbasis.Byapplyingthetooltoasampleoreight

movements,however,itispossibletodeterminethe

underlyingemissionactorsusingthestandardgCO2

pertonne-kmratio.

TREMOVE:ThisdatasetiscompiledbyTransport

MobilityLeuven(TML)oncontracttotheEuropean

Commission.TheTremove2.7bspreadsheet(February

2009)providespast,presentandutureestimateso

totaltonne-kms,energyconsumptionandemissions

ortrucks,vans,railreightservicesandinlandship

orseventeenEUcountries.Manyotheemissionac-

torshavebeenderivedromCOPERTandotherearlier

studies.BydividingestimatesoCO2

emissionsor

thevariousmodesbythecorrespondingtonne-kms,it

ispossibletocalculatetheaverageemissionactors.

TREND:ThisisanotherEU-undedprojectwhichhas

reviewedpasttrendsinemissionsbyalltransport

modesandprojectedtheiruturecourse.Again,

byanalysingtherelevantspreadsheetsitispossible

toestablishtheembeddedemissionactorsorthe

majorreightmodes.

2.5.2Nationalstudies

Sweden

TheSwedishtransportandenvironmentorganisa-

tionNTMhasgainedareputationasanauthoritative

sourceotransportemissionvalues.ItsonlineNTM

Calctoolemploysaseriesoemissionactorsor

reightmovementsbyroad,rail,inlandwaterway,sea

andair,ineachcasesplitbyvehicletypeand,where

appropriate,powersource.Inmostcasesthesevalues

havebeenobtainedromtransportoperators.The

NTMcalculatoralsogivesuserstheoptionomeasu-

ringemissionsonawell-to-tankbasis(SB2)andwith

inrastructure-relatedCO2emissionsincluded(SB3).

13

Chapter2

MeasurementofCO2Emissions


16/40


Emissionsfromt

heTransportof

ChemicalsinEurope

10 DEFRA(2009)GuidanceonhowtomeasureandreportyourgreenhousegasemissionsLondon.

11 ADEME(2007)EmissionFactorsGuide:EmissionFactorsCalculationandBibliographicalSourcesUsedVersion5.0.

NTMwillbereleasinganupdatedandmorerefned

versionotheircalculator(NTMCALC3.0)in2010.

Muchmoredatahasbeenobtainedromoperators

topermitgreaterdierentiationbyvehicletypeand

powersource.

UK

TheDepartmentotheEnvironment,FoodandRural

Aairs(DEFRA)publishesguidelines10orcompanies

onthereportingoCO2emissionswhichcontain

indicativeemissionactorvaluesorseveralreight

transportmodes.Inthecaseoroadreightmove-

ments,dierentloadactorsarespecifed,thoughthe

updatedversionothisguidancein2007actuallyre-

ducedtheourlevelsoloading(empty,25%,50%,

75%and100%ullbyweight)toonlythree(empty,

50%and100%ull).

TheNationalAtmosphericEmissionsInventoryalso

containsemissionactorsorheavygoodsvehicles

andrailreightoperations,thoughinthelattercase

onlyasingleaverageisquoted.Theroadreightemissionactorsordierentclassesotruckwere

originallybasedsolelyonlaboratorytestbedstudies,

thoughnowmakegreateruseosurveysoroad

reightoperators.

France

ThemainreightemissionactorsusedinFrancewere

compiledbythestateenvironmentalagencyADEME.

ItpublishesanEmissionsFactorManual,whichis

nowinitsfthversion11.Thisonlycontainsemission

actorsorroadandrailreightoperations.Thepub-

lishedemissionactorsorroadarebasedonaverage

levelsovehicleloadingandemptyrunninginFrance

andsomaynotbetranserabletoothercountries.

Noneothesedatasetsontheirownprovidea

comprehensivesetoemissionactorsoruseby

thechemicalindustry.Theyvaryintheircoverageo

reighttransportmodes,theextenttowhichthey

dierentiatebyvehicletypeandpowersourceand

intheassumptionstheymakeaboutvehicleloading

(wherethisismadeexplicit).Itisnecessarythereore

tocherry-pickincompilinganappropriateseto

emissionactorsorchemicaltransportoperations.

Othersectors,suchastheWineandSpiritTradeAs-

sociation,andcompanies,suchasJ.F.Hillebrandthe

worldslargestdistributorowinesandspirits,have

adoptedasimilarapproach.

2.6Characteristicsofchemicaltransportoperations

Indevelopingasystemocarbonootprintingor

chemicaltransportoperations,itisimportantto

recognisethattheseoperationshaveseveraldistin-

guishingeatures:

1.Almostallchemicaltransport,withtheexcep-

tionomovementsbypipeline,isoutsourced.As

chemicalcompaniesdonotcontrolthetransport,

theycannotcollectenergyandemissionsdata

directlyandmustrelyontheircarrierstoprovide

thenecessaryinormation.

2.Chemicalcompaniesemploytheullrangeoreight

transportmodes.Unlikeinsomeothersectors,in

whichallbutasmallproportionoreightmoves

byasinglemode,abroadrangeomodalemission

actorsarerequiredorthecarbonootprintingex-

ercise.Thechemicalindustryisalsooneotheew

tomakeextensiveuseopipelinesasatransport

mode.

3.Thechemicalindustrygeneratesahighproportion

oullloads,particularlyattheupperendothe

supplychainwherelargevolumesareproduced

anddistributed.Thisreducestheneedtoallocate

CO2emissionsbetweendierenttypesoreight

trafcsharingthesamevehicle.

4.Astransportcostsrepresentarelativelyhigh

proportionoproductsellingprice,chemical

companiesareunderstrongpressuretomaximise

loadsizeandweightandthusmaximisetheiruse

otransportcapacity.Itcanbeassumed,thereore,

thatvehiclescarryingchemicalsachievehighloadactors.

5.Therelativelyhighdensityochemicalproducts,

particularlyattheupperendothesupplychain,

resultsinroadvehiclesreachingtheirmaximum

weightlimitbeoretheirvolumelimit.Thisheavy

weight-basedloadingovehiclesiswellaligned

withweight-basedemissionactorsnowwidely

usedorreighttransport(gCO2/tonne-km).

14


17/40

6.Thenatureothetransportoperationchangesas

productsmovedownthechemicalsupplychain:

theproportionopackagedgoodsincreases,

averageordersizedeclines,theaveragenumber

odropsperdeliveryandrelativeuseonon-road

modesdecreases.Asthesechangesaectthecar-

bonintensityothetransportoperationpertonne-

km,itisimportantthatanycarbonmeasurement

systemadequatelyrepresentsthedierenttiersin

thesupplychain.

7.WhilethemajorityochemicalsalesinEurope

aremadeonadelivered-pricebasis,asubstantial

minority(estimatedtobearound20-30%)involve

thecustomercollectingtheproduct.Thishasim-

plicationsorthedivisionotransport-relatedCO2

emissionswithinthechemicalsupplychain.

8.Nootherindustryinteraceswithsomanysectors

asthechemicalindustry,aschemicalsareincorpo-

ratedintoabroadarrayoproducts.Atthespecial-

istendothechemicalindustrytheseinteracescanblur,makingitdifcult,intermsoproduct

classifcation,todeterminewheretheouterperim-

eterothechemicalindustryshouldbedrawn.

15

Chapter2

Measurement

ofCO2Emissions


18/40


Emissionsfromt

heTransportof

ChemicalsinEurope

organisation gCO2/tonne-km assumptionsaboutvehicleloading

NTM 59 60%utilisation

IFEU 66 average

Tremove 77.2

DEFRA 82 >32tGVW/27%emptyrunning/59%loadactor

INFRAS 91

ADEME 109 maxload25t/21%emptyrunning/57%loadactor

TABLE2

PublishedEmissionFactorsforHeavyArticulatedTruck

TABLE3

PublishedEmissionFactorsforRailFreightMovement(gCO2/tonne-km)

organisation allrailfreight diesel-hauled electric-hauled

ADEME 7.3 55 1.8

NTM 15 21 14

AEATechnology 20

DEFRA 21

INFRAS 22.7 38 19

TRENDS 23

Tremove 26.3

IFEU 35 18

McKinnon/EWS 18.8

2.7Averageemissionfactorsforthemovementofchemicalsbythedifferenttransportmodes

Thissectiondiscussesthechoiceoaverageemission

actorsortherangeomodesusedtotransport

chemicals.Theycanbeusedtoestimatethetotal

carbonootprintochemicaltransportoperationsor

byindividualcompaniesasdeaultvalues.Itisclearly

preerable,ipossible,orcompaniestoderiveemis-

sionactorsortheirspecifctransportoperations,

reectingthecharacteristicsotheirsupplychains,

productsandcustomerbase.

2.7.1Road

Itisassumedthatthestandardvehicleusedorchem-

icaldeliveriesisa40tonnearticulatedtruckcarrying

amaximumpayloado26tonnes12.Table 2shows

thepublishedemissionactorsorsuchavehicleand

indicatestheassumptionsmadeaboutvehicleload-ing,wherethesearedisclosed.Theseemissionactors

varywidelyrom59to109gCO2/tonne-km.Some,

butnotall,othisvariationcanbeexplainedbydi-

erencesinthedefnitionothevehicleweightclass

andassumptionsaboutaveragevehicleloadactors

onladentripsandtheleveloemptyrunning.

16

12 Estimatesotheemissionactorsorthe44tonnetruckspermittedintheUKandIrelandareshownonFigure4andTable1.Thesevehiclescancarryamaximumloadoaround29tonnes.


19/40

Anindependentanalysis,reerredtoinSection2.4.5

above,wascarriedoutorthisstudyusingUKdata

collectedinon-the-roadtrialsomaximumweight

articulatedvehiclesrunningwithvaryingpayloads.

ThevaluesinthebottomhaloTable 1tendto

confrmemissionactorsatthelowerrangeovalues

showninTable 2.I,orexample,weightbasedload

actorsacrossthechemicalsupplychainaveraged

77%andtheleveloemptyrunningaround20%,

anaverageemissionactoro59.8gCO2/tonne-km

wouldapply,similartotheNTMvalue.A77%load

actorwouldbesubstantiallyhigherthantheaverage

ormaximumweightarticulatedvehicles,thoughin

othersectorsahigherproportionoloadscubeout

beoretheyweighout.Ontheotherhand,theneed

tocleantanksandcontainerspriortobackloading

mayresultintheaveragelevelobackloadinginthe

chemicalindustrybeinglowerthantheaverageor

heavytrucks.Ioneweretocombineanaverageload

actoro80%witha25%emptyrunningfgure,the

resultwouldbeanaverageindustryemissionactor

oroughly62gCO2/tonne-km,slightlyabovetheNTMfgure,butwellbelowtheaveragefguresor

roadhaulageasawholeadoptedbyTremove,INFRAS

andtheBritishandFrenchgovernments.Individual

companiesmayhoweverusedierentemissionac-

torsthatbetterreecttheparticularcircumstances

otheirtransportoperations(see Table 1).An

averageemissionactoro62 gCO2 / tonne-kmis

recommendedorroadtransport.

2.7.2Railfreight

Averageemissionactorsorrailreightrangerom

7.3to23gCO2/tonne-km,thoughmostestimates

liewithintherange15-23(Table 3).Asexplained

earlier,theseaveragesareinuencedmainlybyour

actors:thesplitbetweendieselandelectrichaulage,

thecarbonintensityotheelectricalpowersource,

theenergyefciencyothelocomotiveandassump-

tionsabouttrainloadactors.Allourcanvarywidely

betweencountries,makingitdifculttoestablisha

representativeemissionfgureorthewholeoEu-

rope.Itisworthnotingthewidevariationsinthecar-

bonintensityodierenttypesoelectrifedrailreight

servicerom0.003gCO2/tonne-kmorelectricity

generatedbyrenewables(NTM)to1.8orpredomi-

nantlynuclearpoweredservicesinFranceto19or

theelectricalenergymixacrosstheEU,comprising

55%ossiluel,30%nuclearand15%renewables.

Thefgureo7.3recommendedbyADEMEorFrance

isclearlyanoutlier,reectingthehighproportiono

electrifedrailreightservicesandheavydependenceonnuclearpower.AstudyundertakenbyMcKinnon

(2007)13intheUKoundthatthecountryselectrical

energymixresultedinelectrifedrailreightservices

havingaverysimilarcarbonintensitytodiesel-hauled

services.Forthepurposeothisstudyanaverage

industryemissionactoro22 gCO2 / tonne-kmis

recommended.

2.7.3Inlandwaterway

Thereareewerpublishedestimatesoaverageemis-

sionactorsorbargemovementsoninlandwater-

waysandamuchnarrowerrangeovalues(Table 4).

Indeedtheclosesimilaritybetweensomeothese

valuessuggestthatthefguresmayhavebeen

derivedromthesamesource.Reectingtheappar-

entconsensusbetweenthestudiesonthecarbonintensityothismode,itisrecommendedthatavalue

o31 gCO2 / tonne-kmbeused.

TABLE4

PublishedEmissionFactorsforInlandWaterway

/BargeMovements

organisation gCO2/tonne-km

INFRAS 31

TRENDS 31

Tremove 32.5

IFEU 28-35

13 McKinnon,A.C.(2007)CO2EmissionsromFreightTransportintheUKCommissionorIntegratedTransport,London.

17

Chapter2

Measurement

ofCO2Emissions


20/40

Measuring

andManagingCO2

Emissionsfromt

heTransportof

ChemicalsinEurope

18

gCO2/tonne-km Source

Bulkship

Smalltanker(844tonnes) 20 DEFRA

Largetanker(18371tonnes) 5 DEFRA

Small(solid)bulkvessel(1720tonnes) 11 DEFRA

Large(solid)bulkvessel(14201tonnes) 7 DEFRA

Containervessels

Smallcontainervessel(2500tonnes) 13.5 DEFRA

Largercontainervessel(20000tonnes) 11.5 DEFRA

Averagedeep-seacontainervessel 8.4 BSR/CleanCargo

(assuming mean 11 tonne load per TEU)

Deep-seatanker(120,000tonnes) 5 NTM

AllMaritime 14 TRENDS

TABLE5

PublishedEmissionFactorsforMaritimeTransport

2.7.4Shipping

Shortseashippingoperationscanbedividedintothree

types:ro-roerryoperations(carryingtrucksand/or

railwagons),bulkshipsandcontainervessels.Foreach

othesemaritimemodestwosetsopublishedemis-

sionactorvalueswereound,thoughtheyarenot

directlycomparablegivendieringassumptionsmade

aboutthevesselweightclass(Table 5).Thereisthere-

orelittlechoiceintheselectionoemissionvalues

orshipping.Anoverallemissionactororshort-sea

shippingo16 gCO2 / tonne-km isproposed.

Acrossasampleoninedeep-seacontainership-

pinglines,CleanCargo/BSRoundtheweighted

averageemissionsoCO2perTEU-kmtobearound

93g.AssumingthattheaverageTEUcarriesaload

o11tonnes,thisyieldsacarbonintensityvalueor

deep-seacontainershippingo8.4 gCO2 / tonne-km.

(Thisemissionactormakesnoallowanceorthere-

positioningoemptycontainers.)Anestimateothe

carbonintensityodeep-seatankeroperationshas

beenobtainedromNTM,5 gCO2 / tonne-km.

2.7.5Intermodaltransport

Onceasetoemissionactorshasbeenagreedor

individualtransportmodes,thesevaluescanbeused

toderivecompositeemissionactorsorintermo-

daloperations.Thesecompositevaluesneedtobe

weightedbytherelativedistancestravelledoneach

othemodesinthecourseotheintermodaljourney.

Chemicalcompaniesotendonotknowtherouteing

ointermodalconsignmentsandhencethedistance

splitbetweenthemodes.Onecompanycontribut-

ingtotheCefcsurvey,assumedthattheaverage

road-railintermodalhaulwas1000kmlongand

thatroadeedermovementsatbothendsotherail

line-haulwouldbearound100kmslong.Itisnot

knownithesefgureswouldberepresentativeo

theEuropeanchemicalindustryasawholeando

otherintermodalcombinations.Onewayoobtain-

ingarepresentativevaluewouldbetosurveylarge

intermodaloperatorsspecialisinginthemovemento

chemicalsandaskthemtoprovideaveragevalueso

thedistancesplitsordierentintermodalcombina-tions.Inthemeantime,wehaveconstructedatable

showingarangeoemissionactorsordierent

typesointermodalservicewiththeroadshareo

thetotaldistancetravelledvaryingrom5%to20%

(Table 6).Untilmoredataisprovidedbyintermo-

daloperators,weproposethata10%roadeeder

distancebeadoptedandthatemissionactorsinthe

secondcolumnoTable6beusedorintermodal

services(bolded).


21/40

TABLE6

CompositeEmissionFactorsforIntermodalCombinations

intermodalcombination Roaddistanceas%oftotal

5% 10% 15% 20%

road-rail averagerailreight 24.0 26.0 28.0 30.0

electrifedrail(EUaverage) 21.2 23.3 25.5 27.6

electrifedrail(France) 10.0 12.8 15.5 18.2

dieselrail 25.9 27.8 29.7 31.6

road-inlandwaterway 32.6 34.1 35.7 37.2

roadshort-sea ro-roerry-truck 49.7 50.3 51.0 51.6

ro-roerry-rail 38.3 39.5 40.8 42.0

s ma ll t ank er (8 44 to nne s) 22 .1 24.2 26.3 28.4

largetanker(18371tonnes) 7.9 10.7 13.6 16.4

smallbulkvessel(1720tonnes) 13.6 16.1 18.7 21.2

largebulkvessel(14201tonnes 9.8 12.5 15.3 18.0

smallcontainervessel(2500tonnes) 15.9 18.4 20.8 23.2

largercontainervessel(20000tonnes) 14.0 16.6 19.1 21.6

allshortsea 18.3 20.6 22.9 25.2

shorthaul mediumhaul longhaul source

1580 800 570 WRI/WBCSD(2003)

1925 867 633 NTM(2005)

673 INFRAS/TRENDS(2004)

TABLE7

EmissionFactorsforAirFreightTransport

2.7.6Airfreight

Relativelysmallamountsochemicalsmovebyair.

TheCefcsurveyindicatedthatonly0.01%otonnes

and0.07%otonne-kmsmovebyair.Theseare

mainlyspecialistpolymers,samplesandemergency

consignments.Publishedcarbonemissionactorsor

airreightvarywidely,reectingdierencesinthe

lengthohaulandnatureotheoperation(Table 7).

Twosources,WRI/WorldBusinessCouncilor

SustainableDistributionandNTM,haveprovided

dierentemissionactorsoreachdistancerange.

Asthemeanlengthohaulorairreightmovements

intheCefcsurveywas7000kms,anaverageothe

twolonghaulemissionactorsisproposedi.e.602

gCO2 / tonne-km.

2.7.7Pipeline

Theonlypublishedfgurethatwehavebeenable

tofndorpipelineappearedinareportpublishedbytheUKRoyalCommissiononEnvironmentalPol-

lutionin199414.Thisstudyassignedavalueo10

gCO2/tonne-kmtopipelines.Sincethenthecarbon

contentoelectricityhasreducedasaresultothe

switchtogas-fredstationsandrenewables.Itisalso

likelythattheenergyefciencyopipelinepumping

equipmentwillhaveimproved.Ithasbeendecided

thereoretousealowervalueo5 gCO2/ tonne-km

atpresent,pendingurtherenquiries.14 RoyalCommissionon

EnvironmentalPollution(1994)TransportandtheEnvironmentHMSO,London.

19

Chapter2

Measurement

ofCO2Emissions


22/40

Measuring

andManagingCO2

Emissionsfromt


20

Transportmode gCO2/tonne-km

Roadtransport 62

Railtransport 22

Bargetransport 31

Shortsea 16

Intermodalroad/rail 26

Intermodalroad/barge 34

Intermodalroad/shortsea 21

Pipelines 5

Deep-seacontainer 8

Deep-seatanker 5

Airreight 602

TABLE8

RecommendedAverageEmissionFactors

2.8Recommendedaverageemissionfactorsforchemicaltransportoperations

Theproposedsetocarbonemissionactorsaresum-

marizedinTable 8.

Theserecommendedemissionactorsareaveragevalues

orthewiderangeotransportactivitiesothechemical

industry.Theycanbeusedtoestimatethetotalcarbon

ootprintochemicaltransportoperationsorbyindividual

companiesasdeaultvalues.

Itisclearlypreerable,ipossible,orcompaniestoderive

emissionactorsortheirspecifctransportoperations,re-

ectingthecharacteristicsotheirsupplychains,products

andcustomerbase.


23/40

15 WBCSD(2009)CementIndustyEnergyandCO2Perormance:GettingtheNumbersRightGeneva.

16 InternationalFertiliserIndustryAssoc(2009)Fertilisers,ClimateChangeandEnhancingAgriculturalProductivitySustainablyParis.

3. Measurement of Transport-relatedEmissions in other Sectors

TheEuropeanchemicalindustryisnotaloneintrying

tocarbonootprintitstransportoperations.Other

sectorshavelaunchedsimilarinitiatives.Itispossible

thatthechemicalindustrymaybeabletolearnrom

theexperienceintheseothersectors.Aspartothis

study,thereore,areviewwasconductedoother

industrialandcommercialsectorstoexaminetheir

eortstomeasureCO2emissionsromtheirtransport

operations.Thismainlyinvolvedanonlinesearcho

thewebsitesoindustrytradebodiesandcompanies,

combinedwithkeywordsearchesorreports,papers

andpresentations.Inormaldiscussionswerealso

heldwithlogisticsspecialistsinseveralindustrieswho

havecontributedtoourpreviousresearchprojects.

Thisreviewhasrevealedthatinmostsectorscarbon

measurementisataairlyearlystageandrelates

principally,andinsomecasessolely,toemissions

romthecoreactivity,suchasprimaryprocessing,

manuacturingorpackaging.Littlereerenceismade

tothecarbonootprintotransportoperations,

particularlyinthosesectors,suchascement,withahighlycarbon-intensiveproductionprocess.Where

industryassociationsorcompanieshavepublished

dataontransport-relatedemissions,theyseldom

disclosethemethodsusedtoderivethesestatistics,

theunderlyingassumptionsandtheirchoiceoemis-

sionactors.

Itispossibletodetectanevolutionarypathinthe

developmentocarbonmeasurementcapability

atanindustrylevel.Initiallymacro-level,top-down

estimatesoaggregateemissionsarecompiledwith

littleornodierentiationbyactivity.Thesearetypi-

callybasedonsimplerelationshipsbetween,onthe

onehand,totaloutput,salesandenergyconsump-

tionand,ontheotherhand,carbonemissions.Ata

laterstage,surveysokeycompaniesintheindustry

permitmoreaccuratebottom-upestimationo

CO2emissionsandsomedierentiationoemissions

byactivity,includingtransport.Atfrst,thecarbon

auditingotransportreliesongeneral,cross-industry

averageemissionactors,butcansubsequentlybe

refnedwiththedevelopmentosector-specifcemis-

sionactors.Furtherevolutionseesthedisaggregation

otransport-relatedcarbonmeasurementbyindustry

sub-sectorandcanleadtointer-companybenchmark-

ingocarbonintensity.Mostothesectorsreviewed

arecurrentlyintheearlystagesothisevolutionary

path.Thechemicalindustryappearstobeoneo

themoreprogressiveinitseortstoquantiycarbon

emissionsromitstransportoperationanddevelop

carbonreductionstrategiesortransport.Itmay,

nevertheless,beneftromadoptingsomeotheideas

andpracticesoothersectors.Thecurrentsituationin

theseothersectorscanbesummarisedasollows:

Cement

TheCementSustainabilityInitiative,ledbythe

WorldBusinessCouncilorSustainableDevelopment,

haspublishedareport15ongettingthenumbers

rightinmeasuringenergyandCO2perormance.

Noneothenumbersinthisreportrelatetotrans-

port,however.Carbonmeasurementisconfnedto

theproductionoperation,withonlyabriereerence

tothetransportoinboundclinkerbeingminimalas

cementplantsaregenerallylocatedbesidequarries.

TheCementIndustryGHGProtocolcurrentlyexcludes

o-sitetransportbecausetheseemissionsaresmall

comparedtoemissionsromthekilnanddifcult

toquantiyinaconsistentmanner.Icompanies

choosetoincludetransport-relatedemissionsthey

areencouragedtousetheWRI/WBCSDMobile

CombustionToolorthispurpose.LaFarge,oneo

thelargestEuropeancementproducers,estimates

thatitsoutbounddistributionbyroadrepresents5%

oitsmanuacturingemissions,thoughgivesno

indicationothemethodocalculation.

Fertiliser

TheInternationalFertiliserIndustryAssociation16has

includedtransportandlogisticsinitsanalysisoGHG

emissions.Itconcedes,nevertheless,thatthisisdif-

cultbecauseocontinuouslyshitingtradeandtrans-portpatternsandbecausetradeaccountsoronly

aminorityoertilisermovements.Itestimatesthat

distributionrepresentsabout3%ototalemissions

associatedwiththeertiliserliecycle(thisexcludes

theupstreamtransportorawmaterials).Themethod

adoptedbytheIFIAisverysimilartothatoCefc:

multiplyingthenumberotonnesbythenumber

okilometresandthecoefcientortheappropriate

ormotransport.Itencouragescompaniestoobtain

locallyadjustedcoefcients,inrecognitionothe

actthatthereseemstobesomeregionalvariation

withregardtowhethertransportbyrailandinland

21

Ch

apter3

MeasurementofTransport-relatedEmission

sinotherSectors


24/40

Measuring

andManagingCO2

Emissionsfromt


22

17 McKinnon(2007)op.cit.

18 WorldSteelAssociation(2008)CO2EmissionsDataCollection:UserGuideversion6Belgium.

19 WSTALogisticsGroupTransportEmissionsCarbonCalculatorLondon.

20 Smith,A.etal(2005)ValidityoFoodMilesasanIndicatoroSustainableDevelopmentDEFRA,London.

waterwayhastheleastenvironmentalimpact.The

modalemissionactorsquotedintheIFIAreportare

obtainedromMcKinnon(2007)17andNTM.

Steel

TheWorldSteelAssociation18providesadviceto

membercompaniesonthecalculationoCO2emis-

sionsandhascalculatedtheindustrystotalcarbon

ootprint(1.7tonnesoCO2emittedpertonneo

steelproduced).Transportorawmaterialsupstream

otheplantareexcludedromthesystemboundary.

Presumablydownstreamdistributionofnishedprod-

uctsisincluded,thoughtheWSAsCO2Emissions

DataCollectionreportoersnoguidanceonhow

therelatedcarbonemissionsshouldbemeasured.All

thepublishedemissionactorsapplytoproduction

operations.

Metalcans

CanMakers,thetradebodyrepresentingmanuac-

turersormetalcans,commissionedconsultantsto

constructacarboncalculatorortheirsupplychain

operations.Thistoolcanbecalibratedwithcompany-

specifcemissionactorsorstandarddeaultvalues

derivedmainlyromDEFRA.

Bitumen

Nynas,oneothemainproducersobitumen,has

carbonootprintedtheproductionoperationand

upstreamsupplychainorthisproduct.Thisincludes

theinboundmovementooiltotheirEuropean

productionacilities,butexcludesdistributionothe

fnishedproduct.Nodetailsaregivenothemethod

ocalculation,thoughDEFRAappearstobethemain

sourceoemissionactorvalues.

Wineandspirits

TheWineandSpiritsTradeAssociation19,jointlywith

J.F.Hillebrand,havedevelopedacarboncalculator

ormeasuringcarbonemissionsromtransportin

thissector.Thisrepresentsanobjective,reasonable

andconservativeassessmentoemissionsromone

othemostcomplexelementsothebeveragesup-

plychain.Thecalculatorallowsuserstoestimate,onalanebylanebasis,CO2emissionsperlitreo

winetransportedbydierenttransportmodes,or

bulkandpackagedproductandorull-loadsand

groupage.TheWSTAandHillebrandindicatethe

sourcesoallthemodalemissionactorsbuiltinto

theircalculator.TheseincludeDEFRA,McKinnon,

theUKNationalAtmosphericEmissionsInventoryor

road;Tremove,NTMandINFRASorrailandNTM,

McKinnonandMaerskorshipping.Typicalpayloads

arealsoprovidedorwines/spiritsmovedbyroad

trailerorcontainerindierentcountries.Inaseparate

initiative,theScotchWhiskyAssociation,hasanalysed

(withtheassistanceotheScotchWhiskyResearchIn-

stitute),onaliecyclebasis,totalCO2emissionsrom

theproductionandworld-widedistributionowhisky.

Thishasestablishedthatoutbounddistributionothe

fnishedproductconstitutesaround11%othetotal.

Themacro-levelootprintwascalculatedbymultiply-

ingoutboundtonnagesbycarbonemissionactors

orthedierenttransportmodesused,assuming

highlevelmodalsplitestimates.Anemissionactoro

85gCO2/tonne-kmisusedorroadmovements,ob-

tainedromtheUKLowCarbonVehiclePartnership.

Inthesecondphaseothisproject,themainwhisky

producersareprovidingmuchmoredetailedfgures

onthequantitiesoScotchmovedondierentlanes

bydierentmodes.Carriershavealsobeenasked

toprovideuelconsumptionandemissionsdatato

helptorefnethecalculationandreducerelianceon

standardised,cross-industryemissionactors.

Food

Numerousstudieshavecarbonootprintedthesupply

chainsooodproductsonaliecyclebasis.Many

havebeenmotivatedbyconcernabouttheood

milesissuei.e.thetrendtosourceoodproducts

rommoredistantlocations.Thishasocusedatten-

tiononemissionsromthetransportoperation.Given

thepublic/governmentinterestinthistopic,much

othisworkhasbeenpublicly-undedratherthan

commissionedbytradeassociationsorcompanies.

Studies,suchasSmithetal(2005)20,orexample,

haveproducedmacro-levelestimatesotransport-


25/40

relatedCO2emissionsordierentclassesooodby

multiplyingtonnage,distanceandmodalemission

actorvalues.Overthepastthreeyears,however,

muchmoreprogresshasbeenmadeatthemicro-

level,measuringcarbonemissionsromthesupply

chainsospecifcproductstopermitcarbonlabelling.

Numerousstudieshavebeenconductedonproduct

carbonootprintingintheUK,France,Germany,

KoreaandJapan.Inaneorttostandardisethis

process,theBritishStandardsInstitute(BSI)published

guidelinesonthecarbonootprintingoconsumer

products(PAS2050) 21whichincludesasectionon

transportoperations.Itprovidesadvice,orexample,

ontheallocationoCO2emissionsbetweenconsign-

mentssharingthesamevehicle.

Inthecaseoloadslimitedbymass(i.e.weight),

theallocationisbymass;wheretheloadisvolume-

constrained,CO2istobedividedbyvolume.This

recommendationiscrude,however,andoerslittle

guidanceonhowtodealwithmanycommonly-encounteredtransportsituationssuchas:wherethe

loadisneithermass-norvolume-constrained,where

aloadcomprisesamixtureohighandlowdensity

consignmentsorwheregoodsaredelivered/collected

onmultiple-stoprounds.

Asitisunlikely,ortheoreseeableuture,that

chemicalcompanieswillberequiredtodisaggregate

transportCO2estimatesbyproductorconsignment,

thisrecentdevelopmentocarbonauditinginthe

oodsectorislikelytobeolimitedinterestinthe

shorttomediumterm.

21 BritishStandardsInstitute(2008)PAS2050:SpecifcationorthemeasurementoembodiedgreenhousegasemissionsinproductsandservicesLondon.

Ch

apter3

MeasurementofTransport-relatedEmissionsinotherSectors

23


26/40

Measuring

andManagingCO2

Emissionsfromt

heTransporto

fChemicalsinEurope

Paperandboard/Packaging

Therameworkorthecarbonootprintingopaper

andboardproductswascompletedin2007and

approvedbytheConederationoEuropeanPaper

Industries(CEPI)22laterthatyear.Itdefnedtransport-

relatedgreenhousegasemissionsasoneotheten

toesotheindustryscarbonootprint.Thisincludes

transportingrawmaterials,productsandwastes

alongthevaluechain.TheGHGcalculationproce-

dureisasollows,withdatacomingromcompanies

providingtransportservices,companytransport

expertsandlie-cycledatabases:

Calculationsteps:

1.Usesystemboundaries,cut-ocriteriaand

knowledgeromotherstudiestodecidewhich

typeotransporttoincludeintheanalysis

2.Estimateemissionsassociatedwiththeselected

aspectsotransport

3.Itransportisusedormultipleproducts,use

appropriateallocationmethodstoidentiytheemissionsassociatedwiththeproductointerest

4.Ineededtosatisytheobjectivesotheootprint,

dividetheemissionsintocategoriesreecting

control

5.Recordthegreenhousegasemissionsattribuable

totheunctionalunitotheproductbeingstudied

intheappropriatereportingorm

ForpaperproductsanEnvironmentalPaperAs-

sessmentTool(EPAT)hasbeendevelopedinNorth

Americawhichincludesacalculationotransport

emissionsassociatedwithcarryingproductrom

themillstoadistributionpointorconverter.This

providesbuyersandsellersopaperproductswitha

consistentlanguageandrameworktoevaluateand

selectenvironmentallypreerablepaper.TheFedera-

tionoEuropeanCorrugatedBoardmanuacturers

(FEFCO)whichisafliatedtoCEPI,haspublisheda

moretechnicalmanualonthecarbonootprintingo

thisclassoproducts.Thismakesnoexplicitreerence

totransport,thoughindicatesthattheBritishPAS

2050methodologyhasbeenemployedinitsGHG

calculations.

Concernabouttheenvironmentalimpactothe

growthopackagingand,insomecountriesthe

proposedintroductionotaxesonpackaging,has

stimulatedresearchontheenvironmentalauditingo

thepackagingsupplychain.AstudybyCEDelt23has

estimatedthetransport-relatedCO2emissionsrom

thesupplychainsoarangeopackagingproducts.

ThishasusedaseriesoCO2-intensityvaluesordi-

erenttransportmodes(78g/tonne-kmorroadand

34g/tonne-kmorrailandinlandwaterway).Ithasalsoestimatedtheaveragelengthoeachlinkinthe

packagingsupplychainwithintheNetherlandsand

quantitiesoproductmovingoneachotheselinks.

Postalservices

Althoughthemovementomailpresentsverydi-

erenttransportchallengestothedistributiono

chemicals,arecentinitiativebytheInternationalPost

Corporation24(IPC),whosemembershandle80%o

globalmailvolume,meritsattention.Ithasestab-

lishedanEnvironmentalMeasurementandMonitor-

ingSystem(EMMS)thatmemberorganisationsand

theircustomerscanusetocarbonootprinttheirmail

operations,whichareessentiallylogistical.EMMSwas

developedtoimplementacommoncarbonmeasure-

mentandreportingrameworkinlinewithcustomer

requirementsandstakeholderexpectations.Itscores

companiescarbonmanagementprofciencyon

aconsistentbasisusingtheplan-do-check-act

approachadvocatedbytheInternationalStandards

Organisation.TheIPChassetitsmembersatargeto

reducingtheirtotalCO2emissionsby20%by2020.

Summary

Thereisnoindustryorsectorwhichcancurrentlybe

regardedasbestpracticeintermsotransport-related

carbonauditing.Some,suchasertiliser,packaging

andwines&spirits,havegonethroughasimilarpro-cesstoCefcinadoptinganactivity-basedapproach

tocarbonmeasurementandsurveyinglargemember

companiestocompilethenecessarybasedataor

macro-levelestimationoCO2emissions.

Severalothesectoralinitiativesoutlinedabove,most

notablythoserelatingtoertiliser,oodandpaper&

board,gobeyondcarbonmeasurementandprovide

advicetocompaniesonmethodsodecarbonising

theirtransportoperations.

24

22 CEPI(2009)FrameworksortheDevelopmentoCarbonFootprintsorPaperandBoardProductsBrussels.

23 CEDelt(2007)EnvironmentalIndicesortheDutchPackagingTaxDelt.

24 InternationalPostCorporation(2009)PostalSectorSustainabilityReport2009Brussels.


27/40

4. Opportunities for Decarbonising ChemicalTransport Operations

Theseopportunitieswillbeexaminedwithina

rameworkdevelopedortheGreenLogisticsresearch

projectintheUK (Figure 5).Thisrameworkmapsthe

complexrelationshipbetweentheweightogoodspro-

ducedinaneconomyorindustrialsectorandtheCO 2

emissionsromitsreighttransportoperations.This

relationshippivotsonasetosevenkeyparameters:

Modalsplitindicatestheproportionoreight

carriedbydierenttransportmodes.Followingthissplit,subsequentparametersneedtobecalibrated

orparticularmodes.TherestoFigure 5hasbeen

defnedwithrespecttoroadtransport.

Averagehandlingfactor:thisistheratioothe

weightogoodsproducedbyanindustrialsectorto

reighttonnagesloadedontovehiclesatthestart

oajourney,allowingortheactthat,astheypass

throughthesupplychain,productsareloadedonto

vehiclesseveraltimes.Thehandlingactorservesas

acrudemeasureotheaveragenumberolinksina

supplychain.

Averagelengthofhaul:thisisthemeanlengtho

eachlinkinthesupplychainandessentiallyconverts

thetonnes-litedstatisticintotonne-kms.

Averagehandlingactorandlengthohaulreect

thatoverallsupplychainstructure.

Averagepayloadonladentripsandthepropor-

tionofkmsrunemptyarethetwokeyvehicle

utilizationparameters.Averagepayloadisnormally

measuredsolelyintermsoweight.Thisisveryap-

FIGURE5

DecarbonisationFrameworkforFreightTransport

CO2emissions

Distribution of vehicle - kms by vehicle size, wieght and type

Aggregate

Key parameter

Determinant

Efciency of vehicle routing

Vehicle carrying capacityby weight / volume

Vehicle utilisationon laden trips

Level of backhaulage

Supply chain structure

Road tonne -kms

Total vehicle -kms

Trafc conditions

Timing ofdeliveries

Spatial patternof deliveries

Weight of goods

transported by road

Road tonnes -lifted

Weight of goodsproduced / consumed

Similaranalysesforothermodes

Fuel consumption

Fuel efciency

Carbon intensity of fuel

Modal split

Average % empty running

Average length of haul

Average handling factor

Average load on laden trips

25

Cha

pter4

OpportunitiesforDecarbonisingChemicalTransportOperations


28/40


Emissionsfromt

heTransporto

fChemicalsinEurope

26

propriateinthechemicalindustryasalargepropor-

tionoloadsareweightconstrained.

Energyefciency:defnedastheratioodistance

travelledtoenergyconsumed.Itisaunctionmainly

ovehiclecharacteristics,drivingbehaviourandtrafc

conditions.

Carbonintensityoftheenergysource:i.e.

theamountoCO2emittedperunitoenergycon-sumedeitherdirectlybythevehicleorindirectlyatthe

primaryenergysourceorelectrically-poweredreight

operations.

4.1Modalsplit

Ithasbeenseenhowcarbonintensity(expressed

asgrammeoCO2pertonne-km)varieswidely

betweentransportmodes.Shitingrommodeswith

relativelyhighcarbonintensitiestothosewithmuchlowercarbonemissionscanhelptodecarbonise

reighttransport.Toillustratethepotentialsavings

inCO2romreightmodalshitwithinthechemical

supplychaintwohypotheticalscenarioshavebeen

constructedonthebasisothedatacollectedin

theCefcsurvey (Figure 6).Thefrstreducesroads

shareochemicaltonne-kmsrom37%to27%and

spreadsthedisplacedtrafcevenlyaroundtheother

lowercarbonmodes.Thesecondappliestheaverage

modalsplitothetwocompaniesintheCefcsurvey

whichsendthelowestproportionsotheirreight

tonnagebyroad.Inthefrstscenario,anetCO2sav-

ingo15%wouldbeachieved,whileinthesecondit

wouldbealmost27%.

Allthecompaniesconsultedindicatedthatthere

wasapotentialtoshitmorereighttorailand

water-borneservices,thoughsomecompanieshave

alreadyincreasedtheirrelativeuseolowercarbon

modesoverthepastdecade.Modalshitwasbeing

constrainedbyseveralactors:

1.Shortlengthsofhaul:itwasarguedthat,in

chemicaldistribution,railtendsonlytobecome

competitivewherethelengthohaulisgreater

than400-500kms.Thethresholddistancepartly

dependsonwhethertheoriginand/ordestination

arerail-connectedand,inot,theextenttowhich

owshavetodeviateromthedirectroadrouteto

passthroughintermodalterminals.ManyEuropean

chemicalplantslackarailconnection.

0

5

10

15

20

25

30

35

40

45

Intermodal road-railPipelineShort SeaInland WaterwayRailRoad

FIGURE6

Impactof2ModalShiftScenariosonCO2EmissionsfromChemicalTransport

Current modal split

Greener modal split

Two greenest modal splits

%o

ftonne-km

Greenermodalsplit: Marginalreallocationoroadreighttolowercarbonmodes:15%lessCO2Twogreenestmodalsplits: ApplyingthetwogreenestmodalsplitsinCefcsample:27%lessCO2


29/40

25 Chemicalcompaniesinswaparrangementssupplycustomerswithstandardproducts,otenbrandedbyaparticularcompany,romthe

nearestproductionplant.CompanyAmaythereoresupplyCompanyBscustomeriitsplantiscloserandviceversa.Thisminimisestheaveragedistanceoverwhichproductsaredistributed.

26 McKinnon,A.(2004)SupplyChainExcellenceintheEuropeanChemicalIndustryEPCA/Cefc,Brussels.Braithwaite,A.(2005)MaximisingPerormance:ThePoweroSupplyChainCollaborationEPCA/Cefc,Brussels.

2.Lengthofthetransittime:water-borneservices,

inparticular,areotentooslowtomeetcustomer

orderleadtimerequirements.

3.Inadequatereliability:whileulltrainloaddeliv-

eriestendtobequitereliable,therecanbequite

widevariationsinthetransittimesorwagonload

trafcontheEuropeanrailnetwork.

4.Lackofcostadvantage:modalswitchtorailorwaterstillcannotbejustifedpurelyonenviron-

mental/decarbonisationgrounds.Theremustalso

beacommercialcaseoritandthisisotenlacking.

5.Capacitylimits:therailand,toalesserextent,

waterwaynetworkscanlacksufcientcapacityon

keylinksatbusytimestoaccommodateasubstan-

tialmodeshitromroad.

4.2Supplychainstructure

Forsomechemicalcompaniestheaveragelength

ohauliscurrentlyincreasingastheirmarketareas

expand.Thegradualcentralisationoproductionand

inventoryinthechemicalindustryisalsoincreasing

itsreighttransportintensity.Thereislittleprospect

intheoreseeableutureorthesewell-established

geographicaltrendsbeingreversed.Thereare,never-

theless,othermeasuresthatcompaniescantaketo

osetthesetrendsandpossiblyreducetheindustrys

transport-relatedcarbonootprint.

Expandingswaparrangements25:byessentially

reducingthedemandortransportandeliminating

tonne-kms,swappingisanidealdecarbonisation

measure.Itisalreadywidelyappliedinthechemical

industryorcommodityproductssuchasethylene,

propyleneandbenzene,though,intheopinion

oseveralothemanagersconsulted,itcouldbe

expanded.Nogeneraldataisavailableonthecurrent

leveloswapsortheresultingsavingintransportand

CO2emissions.Itisnotpossible,thereore,tomodelthepotentialsavingsromaurtherincreaseinswaps.

Toachieveasignifcantincreaseintheleveloswap-

ping,itwouldprobablybenecessarytotreatasstan-

dardcommoditiessomeproductsthatarecurrently

brandedanddierentiatedormarketingpurposes.

Disintermediation:inotherwords,allowinglarger

consignmentstobypassdistributorsandexternal

warehousesandtraveldirectlyromplanttocustom-

ers.Thiseliminatesalinkinthesupplychain,reduc-

ingthehandlingactorandcuttingtotaltonne-kms.

Thisalreadyhappens,evenwherethesaleisstillhandledbythechemicaldistributor,butisrelatively

uncommon.Companieswouldhavetoensurethat

thisdidnotcontraveneEUcompetitionrulesandthat

highvehicleloadactorsweremaintainedonthese

directdeliveries.

Improvedrouting:thecircuitousroutingoprod-

ucts,bothatasupplychainlevelviaintermodaltermi-

nals,warehousesandtankcleaningstations,andon

theroadandrailnetworkscangenerateunnecessary

tonne-kms.Thereisprobablyscopeoroptimising

chemicaltransportoperationsatboththeselevels,

usingmoreadvancedlogisticsplanningandvehicle

routingtools.Inthecaseohazardouschemicals,

morecareulroutingotheproductsalsoreducesthe

riskoaccidentsandthusyieldssaetybenefts.

4.3Vehicleutilisation

Theloadingoroadandrailvehicles,tanksandcontainersinthechemicalindustryisalreadyhigh,

particularlyattheupperlevelsothesupplychain.

Astransportcostsrepresentarelativelylargepropor-

tionoproductvalue,companiesareunderintense

pressuretomaximisevehicleutilisation.Pricingstruc-

turesalsogivecustomersastrongincentivetotake

ulltruck,tankandcontainerloads.Furtherdownthe

supplychain,however,acombinationojust-in-time

pressuresandproductdiversifcationismakingitdi-

fcultorchemicalcompaniestomaintainloadactors,

letaloneincreasethem.Figure 7(page28)liststhe

rangeoactorsthattypicallyconstrainvehicleloadingandgroupsthemintofvecategories.Allotheseac-

torsimpingeonchemicaltransportoperations.There

are,nevertheless,somemeasuresthatwouldpermita

sign

CEFIC_Measuring & Managing Co2 Emissions of European Chemical Transport

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