Marine Vessels as Substitutes for Heavy-Duty Trucks in Great Lakes Freight Transportation

Abstract

This paper applies a geospatial network optimization model to explore environmental, economic, and time-of-delivery tradeoffs associated with the application of marine vessels as substitutes for heavy-duty trucks operating in the Great Lakes region. The geospatial model integrates U.S. and Canadian highway, rail, and waterway networks to create an intermodal network and characterizes this network using temporal, economic, and environmental attributes (including emissions of carbon dioxide, particulate matter, carbon monoxide, sulfur oxides, volatile organic compounds, and nitrogen oxides). A case study evaluates tradeoffs associated with containerized traffic flow in the Great Lakes region, demonstrating how choice of freight mode affects the environmental performance of movement of goods. These results suggest opportunities to improve the environmental performance of freight transport through infrastructure development, technology implementation, and economic incentives.     

Energy use and emissions from marine vessels: a total fuel life cycle approach

Regional and global air pollution from marine transportation is a growing concern. In discerning the sources of such pollution, researchers have become interested in tracking where along the total fuel life cycle these emissions occur. In addition, new efforts to introduce alternative fuels in marine vessels have raised questions about the energy use and environmental impacts of such fuels. To address these issues, this paper presents the Total Energy and Emissions Analysis for Marine Systems (TEAMS) model. TEAMS can be used to analyze total fuel life cycle emissions and energy use from marine vessels. TEAMS captures "well-to-hull" emissions, that is, emissions along the entire fuel pathway, including extraction, processing, distribution, and use in vessels. TEAMS conducts analyses for six fuel pathways: (1) petroleum to residual oil, (2) petroleum to conventional diesel, (3) petroleum to low-sulfur diesel, (4) natural gas to compressed natural gas, (5) natural gas to Fischer-Tropsch diesel, and (6) soybeans to biodiesel. TEAMS calculates total fuel-cycle emissions of three greenhouse gases (carbon dioxide, nitrous oxide, and methane) and five criteria pollutants (volatile organic compounds, carbon monoxide, nitrogen oxides, particulate matter with aerodynamic diameters of 10 microm or less, and sulfur oxides). TEAMS also calculates total energy consumption, fossil fuel consumption, and petroleum consumption associated with each of its six fuel cycles. TEAMS can be used to study emissions from a variety of user-defined vessels. This paper presents TEAMS and provides example modeling results for three case studies using alternative fuels: a passenger ferry, a tanker vessel, and a container ship.     

Total fuel-cycle analysis of heavy-duty vehicles using biofuels and natural gas-based alternative fuels

Heavy-duty vehicles (HDVs) present a growing energy and environmental concern worldwide. These vehicles rely almost entirely on diesel fuel for propulsion and create problems associated with local pollution, climate change, and energy security. Given these problems and the expected global expansion of HDVs in transportation sectors, industry and governments are pursuing biofuels and natural gas as potential alternative fuels for HDVs. Using recent lifecycle datasets, this paper evaluates the energy and emissions impacts of these fuels in the HDV sector by conducting a total fuel-cycle (TFC) analysis for Class 8 HDVs for six fuel pathways: (1) petroleum to ultra low sulfur diesel; (2) petroleum and soyoil to biodiesel (methyl soy ester); (3) petroleum, ethanol, and oxygenate to e-diesel; (4) petroleum and natural gas to Fischer-Tropsch diesel; (5) natural gas to compressed natural gas; and (6) natural gas to liquefied natural gas. TFC emissions are evaluated for three greenhouse gases (GHGs) (carbon dioxide, nitrous oxide, and methane) and five other pollutants (volatile organic compounds, carbon monoxide, nitrogen oxides, particulate matter, and sulfur oxides), along with estimates of total energy and petroleum consumption associated with each of the six fuel pathways. Results show definite advantages with biodiesel and compressed natural gas for most pollutants, negligible benefits for e-diesel, and increased GHG emissions for liquefied natural gas and Fischer-Tropsch diesel (from natural gas).     

Cross-Media Environmental Impacts of Air Pollution Regulations for a Coal-Fired Power Plant

The types and rates of pollutant emissions from a coal-fired power plant depend upon plant design, coal characteristics, and environmental control policy. In the past, air pollution regulations were often promulgated without rigorous analysis of the resulting energy penalties and secondary environmental impacts that occur in other environmental media (air, land, or water), which are counterproductive to overall environmental quality. This paper describes a Comparative Assessment Model that has been developed to consider systematically such tradeoffs for conventional and advanced coal-to-electric technologies. The model is applied to quantify the secondary (“cross-media”) environmental and resource impacts resulting from alternative air pollution control policies that reduce sulfur dioxide emissions from a 1000 MW power plant. Multimedia pollutant burdens are presented, together with the increased requirements for coal, limestone, and water that are incurred in generating a fixed net quantity of electricity. The development of sound public policy requires that environmental regulations be sensitive to adverse effects in all environmental media, and that tradeoffs involved in the regulation of specific pollutants to one medium be rigorously and systematically characterized.     

Emissions tradeoffs among alternative marine fuels: total fuel cycle analysis of residual oil, marine gas oil, and marine diesel oil

Worldwide concerns about sulfur oxide (SOx) emissions from ships are motivating the replacement of marine residual oil (RO) with cleaner, lower-sulfur fuels, such as marine gas oil (MGO) and marine diesel oil (MDO). Vessel operators can use MGO and MDO directly or blended with RO to achieve environmental and economic objectives. Although expected to be much cleaner in terms of criteria pollutants, these fuels require additional energy in the upstream stages of the fuel cycle (i.e., fuel processing and refining), and thus raise questions about the net impacts on greenhouse gas emissions (primarily carbon dioxide [CO2]) because of production and use. This paper applies the Total Energy and Environmental Analysis for Marine Systems (TEAMS) model to conduct a total fuel cycle analysis of RO, MGO, MDO, and associated blends for a typical container ship. MGO and MDO blends achieve significant (70-85%) SOx emissions reductions compared with RO across a range of fuel quality and refining efficiency assumptions. We estimate CO2 increases of less than 1% using best estimates of fuel quality and refinery efficiency parameters and demonstrate how these results vary based on parameter assumptions. Our analysis suggests that product refining efficiency influences the CO2 tradeoff more than differences in the physical and energy parameters of the alternative fuels, suggesting that modest increases in CO2 could be offset by efficiency improvements at some refineries. Our results help resolve conflicting estimates of greenhouse gas tradeoffs associated with fuel switching and other emissions control policies.     

Transport impacts on atmosphere and climate: Land transport

Emissions from land transport, and from road transport in particular, have significant impacts on the atmosphere and on climate change. This assessment gives an overview of past, present and future emissions from land transport, of their impacts on the atmospheric composition and air quality, on human health and climate change and on options for mitigation.In the past vehicle exhaust emission control has successfully reduced emissions of nitrogen oxides, carbon monoxide, volatile organic compounds and particulate matter. This contributed to improved air quality and reduced health impacts in industrialised countries. In developing countries however, pollutant emissions have been growing strongly, adversely affecting many populations. In addition, ozone and particulate matter change the radiative balance and hence contribute to global warming on shorter time scales. Latest knowledge on the magnitude of land transport's impact on global warming is reviewed here.In the future, road transport's emissions of these pollutants are expected to stagnate and then decrease globally. This will then help to improve the air quality notably in developing countries. On the contrary, emissions of carbon dioxide and of halocarbons from mobile air conditioners have been globally increasing and are further expected to grow. Consequently, road transport's impact on climate is gaining in importance. The expected efficiency improvements of vehicles and the introduction of biofuels will not be sufficient to offset the expected strong growth in both, passenger and freight transportation. Technical measures could offer a significant reduction potential, but strong interventions would be needed as markets do not initiate the necessary changes. Further reductions would need a resolute expansion of low-carbon fuels, a tripling of vehicle fuel efficiency and a stagnation in absolute transport volumes. Land transport will remain a key sector in climate change mitigation during the next decades.     

Emissions Tradeoffs among Alternative Marine Fuels: Total Fuel Cycle Analysis of Residual Oil,Marine Gas Oil,and Marine Diesel Oil

Abstract

Worldwide concerns about sulfur oxide (SO_x) emissions from ships are motivating the replacement of marine residual oil (RO) with cleaner, lower-sulfur fuels, such as marine gas oil (MGO) and marine diesel oil (MDO). Vessel operators can use MGO and MDO directly or blended with RO to achieve environmental and economic objectives. Although expected to be much cleaner in terms of criteria pollutants, these fuels require additional energy in the upstream stages of the fuel cycle (i.e., fuel processing and refining), and thus raise questions about the net impacts on greenhouse gas emissions (primarily carbon dioxide [CO₂]) because of production and use. This paper applies the Total Energy and Environmental Analysis for Marine Systems (TEAMS) model to conduct a total fuel cycle analysis of RO, MGO, MDO, and associated blends for a typical container ship. MGO and MDO blends achieve significant (70–85%) SO_x emissions reductions compared with RO across a range of fuel quality and refining efficiency assumptions. We estimate CO₂ increases of less than 1% using best estimates of fuel quality and refinery efficiency parameters and demonstrate how these results vary based on parameter assumptions. Our analysis suggests that product refining efficiency influences the CO₂ tradeoff more than differences in the physical and energy parameters of the alternative fuels, suggesting that modest increases in CO₂ could be offset by efficiency improvements at some refineries. Our results help resolve conflicting estimates of greenhouse gas tradeoffs associated with fuel switching and other emissions control policies.     

Emission reductions from woody biomass waste for energy as an alternative to open burning

Woody biomass waste is generated throughout California from forest management, hazardous fuel reduction, and agricultural operations. Open pile burning in the vicinity of generation is frequently the only economic disposal option. A framework is developed to quantify air emissions reductions for projects that alternatively utilize biomass waste as fuel for energy production. A demonstration project was conducted involving the grinding and 97-km one-way transport of 6096 bone-dry metric tons (BDT) of mixed conifer forest slash in the Sierra Nevada foothills for use as fuel in a biomass power cogeneration facility. Compared with the traditional open pile burning method of disposal for the forest harvest slash, utilization of the slash for fuel reduced particulate matter (PM) emissions by 98% (6 kg PM/BDT biomass), nitrogen oxides (NOx) by 54% (1.6 kg NOx/BDT), nonmethane volatile organics (NMOCs) by 99% (4.7 kg NMOCs/BDT), carbon monoxide (CO) by 97% (58 kg CO/BDT), and carbon dioxide equivalents (CO2e) by 17% (0.38 t CO2e/BDT). Emission contributions from biomass processing and transport operations are negligible. CO2e benefits are dependent on the emission characteristics of the displaced marginal electricity supply. Monetization of emissions reductions will assist with fuel sourcing activities and the conduct of biomass energy projects.     

Testing the relationship between globalization and carbon dioxide emissions in Pakistan: does environmental Kuznets curve exist?

Over the last few decades, the atmospheric carbon dioxide emission has been amplified to a great extent in Pakistan. This amplification may cause global warming, climate change, and environmental degradation in Pakistan. Consequently, ecological condition and human life may suffer in the near future from these indicated threats. Therefore, an attempt was made to test the relationship between globalization and carbon dioxide emissions in case of Pakistan. The study covers the time series data over the period of 1975–2014. We employed modern econometric techniques such as Johansen co-integration, ARDL bound testing approach, and variance decomposition analysis. Results of the Johansen co-integration test show that there is a significant long-run relationship between carbon dioxide emissions and globalization. The long-run elasticities of the ARDL model show that a 1% increase in economic globalization, political globalization, and social globalization will increase carbon dioxide emissions by 0.38, 0.19, and 0.11%, respectively. Further, our findings reveal that the environmental Kuznets curve (EKC) hypothesis prevails an inverted U-shaped relationship between carbon dioxide emission and economic growth. Therefore, the EKC hypothesis is valid in the presence of globalization. The diagnostic test results show that the parameters of the ARDL model are credible, stable, and reliable in the current form. Finally, variance decomposition analysis displays that economic, political, and social globalization are contributing significantly to carbon dioxide emissions in Pakistan.

     

The influence of biomass energy consumption on CO<Subscript>2</Subscript> emissions: a wavelet coherence approach

In terms of today, one may argue, throughout observations from energy literature papers, that (i) one of the main contributors of the global warming is carbon dioxide emissions, (ii) the fossil fuel energy usage greatly contributes to the carbon dioxide emissions, and (iii) the simulations from energy models attract the attention of policy makers to renewable energy as alternative energy source to mitigate the carbon dioxide emissions. Although there appears to be intensive renewable energy works in the related literature regarding renewables’ efficiency/impact on environmental quality, a researcher might still need to follow further studies to review the significance of renewables in the environment since (i) the existing seminal papers employ time series models and/or panel data models or some other statistical observation to detect the role of renewables in the environment and (ii) existing papers consider mostly aggregated renewable energy source rather than examining the major component(s) of aggregated renewables. This paper attempted to examine clearly the impact of biomass on carbon dioxide emissions in detail through time series and frequency analyses. Hence, the paper follows wavelet coherence analyses. The data covers the US monthly observations ranging from 1984:1 to 2015 for the variables of total energy carbon dioxide emissions, biomass energy consumption, coal consumption, petroleum consumption, and natural gas consumption. The paper thus, throughout wavelet coherence and wavelet partial coherence analyses, observes frequency properties as well as time series properties of relevant variables to reveal the possible significant influence of biomass usage on the emissions in the USA in both the short-term and the long-term cycles. The paper also reveals, finally, that the biomass consumption mitigates CO₂ emissions in the long run cycles after the year 2005 in the USA.     

Freight shipment modal split and its environmental impacts: An exploratory study

Freight transportation activities are responsible for a large share of air pollution and greenhouse gas emissions in the United States. Various freight transportation modes have significantly different impacts on air quality and environmental sustainability, and this highlights the need for a better understanding of interregional freight shipment mode choices. This paper develops a binomial logit market share model to predict interregional freight modal share between truck and rail as a function of freight and shipment characteristics. This model can be used to estimate the impacts of various factors, such as oil price, on shippers’ mode choice decisions. A set of multiyear freight and geographical information databases was integrated to construct regression models for typical freight commodities. The atmospheric impact levels incurred by different freight modal choice decisions are analyzed to provide insights on the relationship among freight modal split, oil price change, and air quality.

Implications:

Freight transportation has become a major source of energy consumption and air pollution, and emissions rates vary significantly across different modes. Understanding freight shipment mode choice under various economic and engineering factors will help assess the environmental impacts of freight shipment systems at the national level. This paper develops a binomial logit model for two dominating modes (truck and rail) and shows how this model is incorporated into an environmental impact analysis. The framework will be useful to policy makers to assess the impacts of freight movements on air quality and public health and to mitigate those adverse impacts.     

Emissions profile from new and in-use handheld, 2-stroke engines

The objective of this study was to characterize exhaust emissions from a series of handheld, 2-stroke small engines. A total of 23 new and used engines from model years 1981–2003 were studied; these engines spanned three phases of emission control (pre-control, phase-1, phase-2). Measured emissions included carbon monoxide (CO), carbon dioxide (CO₂), nitrogen oxides (NO_x), hydrocarbons (HC), fine particulate matter (PM_2.5), and sulfur dioxide (SO₂). Emissions reductions in CO (78%) and HC (52%) were significant between pre-control and phase-2 engines. These reductions can be attributed to improvements in engine design, reduced scavenging losses, and implementation of catalytic exhaust control. Total hydrocarbon emissions were strongly correlated with fuel consumption rates, indicating varying degrees of scavenging losses during the intake/exhaust stroke. The use of a reformulated gasoline containing 10% ethanol resulted in a 15% decrease in HC and a 29% decrease in CO emissions, on average. Increasing oil content of 2-stroke engine fuels results in a substantial increase of PM_2.5 emissions as well as smaller increases in HC and CO emissions. Results from this study enhance existing emission inventories and appear to validate predicted improvements to ambient air quality through implementation of new phase-2 handheld emission standards.     

The role of innovations and renewable energy consumption in reducing environmental degradation in OECD countries: an investigation for Innovation Claudia Curve

Rising economic growth in recent ages is the primary concern of most of the countries to enhance the living standard, but the ever-increasing production of economic activities consumes a lot of energy, which leads to a sharp increase in carbon dioxide emissions. Innovation may be a remedy that can help improve energy efficiency, obtain renewable energy, and promote economic growth, thereby protecting the quality of the environment. Therefore, this paper examines the role of innovation and renewable energy consumption in CO2 reduction in OECD countries from 2004 to 2019. By using the two-step system generalized of moment estimator, the results show that economic growth and innovation significantly increase carbon emissions, however the innovation Claudia Curve (ICC) is verified, and the environmental Kuznets curve does not exist. Foreign direct investment has a negative impact on carbon emissions, thus verifying the Pollution Hao hypothesis, whereas renewable energy also improves environmental quality, but the interaction between innovation and renewable energy consumption still increases carbon emissions. Financial development, industrialization, trade, and energy consumption have also been found to be harmful factors of environmental quality. Our findings have considerable policy implications for OECD countries on the improvement of innovation indicators and investment in renewable energy sources to rise environmental quality.

     

Air Pollutant Emissions from Coal-Fired Power Plants,Report No. 2

The Public Health Service and the Bureau of Mines are conducting a joint study to evaluate a number of flue-gas-stream components from coal-burning power plants. Emissions of fly ash, sulfur oxides, nitrogen oxides, polynuclear hydrocarbons, total gaseous hydrocarbons, formaldehyde, certain metals, and carbon dioxide are determined. A previous paper covered air pollutant emissions from vertical-fired and front-wall-fired power plant boilers. This paper includes a comparative evaluation of emissions from a tangential-fired and a turbo-fired power plant boiler.     

How to bend down the environmental Kuznets curve: the significance of biomass energy

Sources of renewable energy have received wide attention in the literature because of serious threats to the environment. However, some renewable resources, including biomass energy role is debatable in the energy economics literature. This empirical work focuses to analyze the role of biomass energy in carbon dioxide (CO₂) emissions using the framework of the environmental Kuznets curve (EKC) in Pakistan over the period from 1980 to 2015. The bound testing approach suggests there is cointegration among study variables. The study uses an auto-regressive distributed lag model (ARDL) with a structural break in the series. To summarize the findings of the study, it can be inferred that biomass energy increase CO₂ emissions. In addition, biomass energy helps to form a U-shaped relationship between income and CO₂ emissions that support the EKC hypothesis. Also, the feedback hypothesis is found between biomass energy and CO₂ emissions. The findings would guide policymaker with practical guidelines to formulate policies to utilize a high amount of biomass energy in a sustainable manner.

     

The nexus between remittances,natural resources,technological innovation,economic growth,and environmental sustainability in Pakistan

Globally, the issues about sustainable development are on the increase. Moreover, these issues are rising every day in Pakistan, as remittances are increasing, technology innovation is ambiguous, natural resources are degraded, and economic expansion might pose serious challenges to the environment. Thus, this research looks at how remittances, natural resources, technological innovation, and economic growth affect carbon dioxide (CO₂₎ emissions in Pakistan by controlling energy consumption and urbanization from 1990 to 2019. The Bayer and Hanck test of combined cointegration discloses a cointegration between remittances, natural resources, technological innovations, economic growth, and CO₂ emissions. Moreover, the autoregressive distributive lag model (ARDL) proposes a significant positive association between remittances and CO₂ emissions in the long run, indicating that the increase in remittances distresses the environmental performance of Pakistan. Our study confirms that natural resources decrease CO₂ emissions while technological advancement, economic progress, energy use, and urbanization increase CO₂ emissions. In addition, the results of robustness checks by employing fully modified ordinary least squares and dynamic ordinary least squares are parallel to the conclusions of ARDL estimations. Furthermore, the frequency causality test results show that remittances, natural resources, technological innovation, economic growth, energy use, and urbanization cause CO₂ emissions at different frequencies. Therefore, to achieve the sustainable development goals, appropriate policy repercussions can be developed toward advanced and environmentally sustainable sources of energy.

     

Does energy consumption contribute to environmental pollutants? evidence from SAARC countries

The objective of the study is to examine the causal relationship between energy consumption and environmental pollutants in selected South Asian Association for Regional Cooperation (SAARC) countries, namely, Bangladesh, India, Nepal, Pakistan, and Srilanka, over the period of 1975–2011. The results indicate that energy consumption acts as an important driver to increase environmental pollutants in SAARC countries. Granger causality runs from energy consumption to environmental pollutants, but not vice versa, except carbon dioxide (CO₂) emissions in Nepal where there exists a bidirectional causality between CO₂ and energy consumption. Methane emissions in Bangladesh, Pakistan, and Srilanka and extreme temperature in India and Srilanka do not Granger cause energy consumption via both routes, which holds neutrality hypothesis. Variance decomposition analysis shows that among all the environmental indicators, CO₂ in Bangladesh and Nepal exerts the largest contribution to changes in electric power consumption. Average precipitation in India, methane emissions in Pakistan, and extreme temperature in Srilanka exert the largest contribution.     

Analyzing asymmetric impact of economic growth,energy use,FDI inflows,and oil prices on CO2 emissions through NARDL approach

Environmental Science and Pollution Research - Even though numerous studies explore the impact of macroeconomic variables on carbon dioxide (CO2) emissions, only a few existing studies estimate the...     

Status and Environmental Impact of Emissions from Thermal Power Plants in India

The main emissions from coal combustion at thermal power plants are carbon dioxide (CO₂), nitrogen oxides, sulfur oxides, chlorofluorocarbons (CFCs), and airborne inorganic particles such as fly ash and soot; CO₂, methane, and CFCs are greenhouse gases. These emissions are considered to be partially responsible for harmful global climate change. This review summarizes the status of thermal power plants in India and their various types of emissions that directly or indirectly produce harmful effects on the environment and human health. Moreover, it focuses on various types of preventive measures used to avoid/minimize emissions.     

Quantification of highway vehicle emissions hot spots based upon on-board measurements

The purpose of this study is to demonstrate a methodology for quantification of high emissions hot spots along roadways based upon real-world, on-road vehicle emissions measurements. An emissions hot spot is defined as a fixed location along a corridor in which the peak emissions are statistically significantly greater by more than a factor of 2 than the average emissions for free-flow or near free-flow conditions on the corridor. A portable instrument was used to measure on-road tailpipe emissions of carbon monoxide, nitric oxide, hydrocarbons, and carbon dioxide on a second-by-second basis during actual driving. Measurements were made for seven vehicles deployed on two primary arterial corridors. The ratio of average emissions at hot spots to the average emissions observed during a trip was as high as 25 for carbon monoxide, 5 for nitric oxide, and 3 for hydrocarbons. The relationships between hot spots and explanatory variables were investigated using graphical and statistical methods. Average speed, average acceleration, standard deviation of speed, percent of time spent in cruise mode, minimum speed, maximum acceleration, and maximum power have statistically significant associations with vehicle emissions and influence emissions hot spots. For example, stop-and-go traffic conditions that result in sudden changes in speed, and traffic patterns with high accelerations, are shown to generate hot spots. The implications of this work for future model development and applications to environmental management are discussed.