Category Archives: Update

Methodology Update 2018

Summertime has come again and with it our desire to spend more time outside and in nature. It is also the time that makes us think more about how to preserve nature. One part –and this is not a choice but a requirement- is to reduce the energy consumption and transport emissions. Because of the globalisation it is not only a question of reducing the quantity of transports but also to select an eco-friendly transport service.

EcoTransIT World calculates the energy consumption and the emission of your freight transports. The updated methodology of our current release offers plenty of new calculation options. You can benefit from these adoptions now:

New Differentiation of alternative fuel types within trucks
Worldwide the vast majority of truck engines use diesel as fuel. Due to the potential emission reductions and lower fuel costs some fleet managers have recently invested into alternative fuels. In 2014, around 200,000 heavy or medium-heavy trucks in Europe and 350,000 heavy or medium-heavy trucks in China were using CNG (Compressed Natural Gas) or LNG (Liquefied Natural Gas) according to the natural gas vehicle association. Electric trucks are even less common but have a growing importance. From now on, you can define whether the truck power is based on CNG, LNG, diesel or electric battery in EcoTransIT World. In some countries it will significantly impact the calculation results.

ICAO allocation for belly planes
Last year we started our cooperation with the Smart Freight Centre enabling us to integrate the GLEC recommended allocation method for belly freight. In contrast to EN 16258, the ICAO allocation also includes the weight of the seats for belly planes. Thus, the overall weight per passenger is higher and more accurate in comparison to the cargo. You can choose between these two models of calculation for your evaluation.

New ECA consideration at sea freight transports
We increased the level of detail within our sea network and included Emission Control Area (ECA) zones. On the basis of this information our emission calculator considers the appliance of maritime diesel oil (MDO) for fuel as long as the ship sails in an ECA. Outside of ECA, the emission of the ships is calculated based on heavy fuel oil (HFO).

New emission classes for diesel trains
Similar to diesel engines for trucks and inland waterway vessel transports, the exhaust emission performance of locomotive engines strongly depends on the emission class of the engine technology. In the past years, the UIC, the EU and US implemented emission limits for new engines in several stages, thus reducing specific emissions for newer engines. With the current release the user has the possibility to specify an emission class for diesel trains, similar to what is already available for truck and inland waterway vessel transports.

Update of the emissions for EPA trucks (US) and new emission class JP
Due to an update of our source (EPA) we updated the base emissions factors for our EPA trucks in North America. In addition, we included the new Japanese emission class.JP2009 is available in our list of emission classes.

For more information please refer to our methodology report as well, which you can find here in a short and detailed version.

Photo credit: Schwoaze/pixabay

Source: pixabay.com / Schwoaze

Updated Methodology

While you are wondering how to clean your transport, we are thinking of better possibilities that help you evaluate the pollution. This summer, it is time for some changes: We have updated the methodology, we modernised the GIS-data layer for postal codes and we enhanced the Business Solution, our service for professional users.

You can benefit from these updates since July 2016:

Update sea ship methodology
The update was necessary to adapt to the huge changes that were made in the sea shipping industry within the last years. Additionally, we enlarged the selection of ship types and included the ship types RoRo oversea, RoRo short sea, Ultra large container vessel and two RoRo ferries. Due to the integration of bigger ship types, the update of the ship classification per trade lane and a slower speed on all trade lanes, the emissions could be decreased by up to eighty percent compared to the previous version.

New inland waterway vessel methodology

Source: pixabay.com / Skitterphoto

New inland waterway vessel methodology
You can benefit from a new inland waterway methodology that our scientific partners INFRAS and ifeu included. Based on the newest studies and sources, ETW classifies the inland waterway vessels into three types of ships (always as bulk and container carrier):
–      Euro ship
–      Great engine vessel
–      Jowi class
The new Jowi class ships have the lowest emission factors as they have the highest capacity. Overall, the emissions for inland waterway vessels should decrease due to the update.

Update of the electricity mixes
It is important to know the correct electricity mix for the calculation of the energy consumption and emission data. As it is different from country to country, we have decided to implement the national country electricity mixes. This is a big step towards more reliable and comparable calculation results. The year 2013 was used as the base for these values.

Update of the exhaust emissions
The update of the fuel conversion factors for the exhaust emissions, e.g. NOx, NMHC, Particles and SO2, was done on the basis of new factors, which are now more in line with the EN16258.

New GIS-Data layer for Postal Codes
We now provide more than 6,1 million postal codes and can therefore offer a much better world-wide coverage due to our new layer.

Enhancements within the Business Solution

Also the Business Solution were enriched with new enhancements, like new emission factors (year 2015) for sea container calculations with the methodology of the Clean Cargo Working Group (CCWG). The new CCWG emission factors of the year 2015 decreasing the EC and GHG emissions in average by 5-10 percent.
EcoTransIT World additional provides now a factor for operational surcharge of 15 percent, like it was required recently within the CCWG methodology.

For more information regarding the new methodologies please refer our new methodology report, which can found now in a short and detailed version here.