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

Comer, Bryan; Corbett, James J.; Hawker, J. Scott; Korfmacher, Karl; Lee, Earl E.; Prokop, Chris; Winebrake, James J.

doi:10.3155/1047-3289.60.7.884

Cited by 21 publications

(16 citation statements)

References 9 publications

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“…CO 2 and SO x EFs were calculated from ULSD carbon content, sulfur content, mass density, and vehicle fuel economy. 55 EFs for alternative fuels were calculated by multiplying the baseline ULSD EF by an EF ratio found in studies focusing on Class 8 HDVs. 1,2,12,56 -59 It is noted that vehicle characteristics differed slightly within the cited literature, although these variations were negligible and present a limited degree of uncertainty.…”

Section: Analytical Approach: Tfc Analysismentioning

confidence: 99%

Total Fuel-Cycle Analysis of Heavy-Duty Vehicles Using Biofuels and Natural Gas-Based Alternative Fuels

Meyer

Green

Corbett

et al. 2011

Journal of the Air & Waste Management Association

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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).

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Section: Analytical Approach: Tfc Analysismentioning

confidence: 99%

Total Fuel-Cycle Analysis of Heavy-Duty Vehicles Using Biofuels and Natural Gas-Based Alternative Fuels

Meyer

Green

Corbett

et al. 2011

Journal of the Air & Waste Management Association

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“…The transportation analysis was conducted with ESRI's ArcGIS 10.0 and the Network Analyst extension, and the geospatial intermodal freight transport (GIFT) model. GIFT is an ArcGIS extension, developed by the Rochester Institute of Technology and the University of Delaware, that integrates into Network Analyst, allowing the user to input economic, emission, fuel, load, and engine characteristics for trucks, railroad engines, and ships to calculate pollution emissions and transport costs (28,29). Truck, rail, and ship parameters are input by the user or pulled from predetermined vehicles stored in a growing transportation library.…”

Section: Research Approach and Methodsmentioning

confidence: 99%

Transportation Activities Associated with High-Volume Hydraulic Fracturing Operations in the Marcellus Shale Formation

Korfmacher¹,

Hawker

Winebrake

2015

Transportation Research Record

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The natural gas extraction method of high-volume hydraulic fracturing (HVHF) has a significant truck transportation component, with estimates ranging from 625 to 1,148 heavy truck trips for equipment, materials, and waste movement for each well drilled in the Marcellus Shale. ArcGIS Network Analyst was used to analyze the environmental impacts of transporting sand and water to, and waste from, Pennsylvania wells from 2011 to 2013. The locations of wells, resource supply areas, and waste disposal facilities served as a series of origin and destination pairings for probable truck routes. Material and waste volumes per well were used to estimate the truck counts assigned to each route, leading to estimates of truck traffic by road segment. Emission loads and energy usage were calculated with the geospatial inter modal freight transport model. Simulation results of 22-ton loads estimated 4.4 million one-way truck trips totaling nearly 86.5 million vehicle miles and producing nearly 19 Mg of particulate matter and 745 Mg of nitrogen oxides, among other pollutants. Maps showing road segments with high truck counts identified areas of potential health and infrastructure impacts. On-site recycling of wastes offset an estimated 842,678 truck trips and associated emissions. Case studies developed during this project pointed to the need for better data collection and data distribution efforts in states extracting gas and those considering whether to allow HVHF operations. The results will help policy analysts and environmental planners to understand and evaluate the environmental, health, and economic impacts (pro and con) associated with the movement of HVHF equipment and materials.

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“…Bryan Comer et al report delivery times at least four times longer by ship as compared to truck. 20 Conversely, a shipper might find it worthwhile to pay a premium for a truck to ensure direct delivery of a time-sensitive load. Shipping rates vary with the timeliness of delivery, and sometimes shippers are willing to pay more for speed; each day of transit time is equivalent to an ad valorem tariff between 0.6 and 2.1 percent.…”

Section: The Transport Problemmentioning

confidence: 99%

Environmental Costs of the Jones Act

Fitzgerald

2020

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A n often overlooked aspect of the Jones Act is its environmental effects. By raising the cost of waterborne transportation, the law encourages the use of alternative forms of transport such as trucks and rail. These alternative means of moving goods generate more greenhouse gases and emit pollutants that are in many ways more harmful than those emitted by waterborne transport. Moreover, the Jones Act encourages the use of older, less-efficient vessels. Thus, the Jones Act contributes to an environment that is more despoiled than would otherwise be the case in the law's absence. This paper presents a detailed examination of the potential environmental gains that could be realized from reform or repeal of the law. It estimates that the environmental benefits accruing from the law's repeal, through expanded use of waterborne transport as well as newer, more efficient vessels, would exceed $8 billion per year. Such gains are rarely estimated, if they are even considered. To mitigate the adverse effects that transportation has on the environment, policymakers should acknowledge that the Jones Act encourages businesses to use less environmentally friendly forms of transport. Repeal of the Jones Actor even a more limited set of reformswould both promote economic growth and a cleaner environment. 2 " Changing marine cabotage policy has the potential to change freight transport choices, with implications for transport markets and their external costs.

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

Cited by 21 publications

References 9 publications

Total Fuel-Cycle Analysis of Heavy-Duty Vehicles Using Biofuels and Natural Gas-Based Alternative Fuels

Total Fuel-Cycle Analysis of Heavy-Duty Vehicles Using Biofuels and Natural Gas-Based Alternative Fuels

Transportation Activities Associated with High-Volume Hydraulic Fracturing Operations in the Marcellus Shale Formation

Environmental Costs of the Jones Act

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