| |
|
Administrative
Back to Contents |
|
Finished |
Y
|
|
Date Completed |
1997-11-19
|
|
Copyright |
NGM (Nätverket för Godstransporter och Miljön)
|
|
Availability |
This version is only available to the members of NTM. The data is continously updated, and the data user should always make sure to use the most recent version of the data, which is published on the NTM homepage: http://www.ntm.a.se.
|
|
Technical System
Back to Contents |
|
Name |
Freight plane, MD-82
|
|
Functional Unit |
1 tonkm, 300 km, 65%
|
|
Functional Unit Explanation |
Energy use and emissions refer to the transportation of 1 ton goods 1 km calculated for 300 km flight distance and an average utilisation level equivalent to 65 % passenger occupation (9 450 kg)
|
|
Process Type |
Unit operation
|
|
Site |
Sweden
|
|
Sector |
Air transport
|
|
Owner |
Sweden
|
|
Technical system description |
Operation of MD-82 aircraft, only carrying cargo. The operation includes take-off, climb, cruise, descent and landing (including operations on the ground).
Technical data for the aircraft:
Maximum take-off weight 67,8 tonnes.
Maximum payload (i.e. maximum loading capacity with regard to weight) 17100 tonnes.
Max cruising altitude 11,300 metres
Cruising speed 815-825 km/h
Length: 45.1 m
Wing span: 32.9 m
Range: 3,200 km
Engine: P&W JT8D-217C/-219
|
|
System Boundaries
Back to Contents |
|
Nature Boundary |
Regulated emissions to air are included. The parameters that are presented are:
-regulated emissions for diesel engines: NOx, HC, particles and CO
-fuel regulated: SO2
-tax regulated CO2.
Diffuse emissions to air, emissions to water and ground, noise, encroachment and other environmental loads have not been considered.
|
|
Time Boundary |
The data represents aircraft in use in 1997
|
|
Geographical
Boundary |
The data is based on Swedish conditions.
|
|
Other Boundaries |
The data is only valid for a flight distance of 300 km, and an average utilisation equivalent to 65 % passenger occupation (9 450 kg). The maximum value is equivalent to 49 % (6 450 kg) and the minimum value is equivalent to 86 % passenger occupation (12 450 kg).
Parameters not considered
-External conditions i.e. climate etc
-Maintenance level of the aircraft.
Excluded subsystems
-Precombustion, i.e. production and distribution of the fuel
-Maintenance of the aircraft
-After-treatment of the aircraft
-Handling of production rests
|
|
Allocations |
N/A
|
|
Systems Expansions |
N/A
|
|
Flow Data
|
|
General Activity
QMetaData
Back to Contents |
|
Date Conceived |
1997-01-01
|
|
|
Data Type |
Modeled data
|
|
|
Represents |
|
|
|
Method |
The energy use and emissions per tonkm was obtained by simulation calculations performed by FFA (The Aeronautical Research Institute of Sweden) for a flight distance of 300 km. The quantity value is equivalent to a passenger occupation of 65% (9450 kg), the minimum value corresponds to a passenger occupation of 81 % (12450 kg) and the maximum value of 49 % (6450 kg).
The simulation calculations is performed in two steps. To obtain the fuel consumption, the flight path for each section is simulated, where both load and flight distance is accounted for. The position of the aircraft and the operation conditions of the engine are established for every second of the flight. This data is used in a new simulation where the exhaust emissions are calculated with regard to engine speed and flying altitude for every moment of the flight. The result from the simulation is then used to calculate the energy use and emissions per tonkm. The data include landing and take off, i.e. flight operations below 3000 feet (including operation of the ground)
Data used for the fuel:
-Thermal value: 43,2 MJ/kg
-Sulphur content: 500 ppm
|
|
Literature Reference |
Larsson, Lars Gunnar, Calculations performed at FFA for NGM, 1997, Not published
|
|
Notes |
The data is only valid for a flight distance of 300 km
The energy use and emissions vary substantially during the different phases of the flight. A flight may be considered to consist of 5 phases - take-off, climb, cruise, descent and landing (including operations on the ground). The take-off and climb are the most energy demanding phases and give rise to extensive emissions. For flights over 300 km, the energy use and emissions at take-off, climb, descent and landing may be considered to be constant, independent of the flight distance.
|
|
|
Flow Table and Specific Meta Data
Back to Flow Data
Back to Contents
|
|
QMetaData |
Direction |
FlowType |
Substance |
Quantity |
Min |
Max |
SDev |
Unit |
Environment |
Geography |
|
|
Input
|
Cargo
|
Cargo
|
1
|
|
|
|
tonne
|
Technosphere
|
|
|
|
Input
|
Refined resource
|
Kerosene
|
28
|
22
|
35
|
|
MJ
|
Technosphere
|
|
|
|
Output
|
Cargo
|
Cargo
|
1
|
|
|
|
tonne
|
Technosphere
|
|
|
|
Output
|
Emission
|
CO
|
3,4
|
2,6
|
4,2
|
|
g
|
Air
|
Sweden
|
|
|
Output
|
Emission
|
CO2
|
2090
|
1630
|
2560
|
|
g
|
Air
|
Sweden
|
|
|
Output
|
Emission
|
HC
|
0,65
|
0,49
|
0,81
|
|
g
|
Air
|
Sweden
|
|
|
Output
|
Emission
|
NOx
|
10,5
|
8,46
|
12,45
|
|
g
|
Air
|
Sweden
|
|
|
Output
|
Emission
|
SO2
|
0,66
|
0,51
|
0,81
|
|
g
|
Air
|
Sweden
|
|
About Inventory
Back to Contents |
|
Publication |
Energi- och emissionsuppgifter för godstransporter i Sverige. Ett konsensusdokument för övergripande jämförelser mellan transportslagen, Lägesbeskrivning november 1997, NGM (Nätverket för Godstransporter och Miljön), (In Swedish) 1997
------------------------------------------------------------
Data documented by: Ann-Christin Pålsson, CPM/TEP, Chalmers University of Technology
------------------------------------------------------------
|
|
Intended User |
Suppliers and buyers of goods
|
|
General Purpose |
There is an interest to compare different modes of transportation according to a joint basis. In order to be able to make correct assessments, it is crucial to have a thorough knowledge of the different function, assumptions and environmental load of different modes of transportation. The ambition within NGM (Network for goods transportation and the environment) is to compile and document all relevant environmental interventions associated with all modes of goods transportation, and to localise gaps of knowledge. The work is also intended to serve as a forum for discussion between different actors in the transportation business.
The members of NGM consists of organisations representing road, rail, air and sea transport companies, interest groups, authority, university, research institutes etc. Example of organisations that participate in the work:
BTL (Bilspedition Transportation and Logistics), ASG, SJ, FFA (The Aeronautical Research Institute of Sweden), Swedish Shipowners’ Association, The Swedish Road Haulage Association, The Swedish Environmental Protection Agency, Vägverket, Sjöfartsverket, Department of Transportation and Logistics at Chalmers University of Technology, Naturskyddsföreningen
|
|
Detailed Purpose |
The first step in the work of NGM was to gather available data for energy use and emissions for the operation of different modes of goods transportation. The work is conducted in working group 1 of NGM, which consists of representatives from the organisations that are members of NGM. All work is based on voluntary contributions from the representatives.
The ambition was to present data for the ’’best’’, average and ’’worst’’ technology in use today. Where available, data for regular traffic would be reported, since the energy use and emissions in real transportation situations may vary greatly. The aim was also to get a picture of future energy use and emissions from transportation, through best available technology and future regulations, not yet in use.
|
|
Commissioner |
- NGM (Nätverket för Godstransporter och Miljön),
c/o TFK,
Box 12667,
S-112 93 Stockholm,
Sweden.
|
|
Practitioner |
Larson, Lars-Gunnar - FFA (Flygtekniska försöksanstalten), Box 11021
S-161 11 Bromma
Sweden.
|
|
Reviewer |
|
|
Applicability |
The data should not be used for detailed study of transportation. More detailed information is then needed e.g. regarding the plane, the nature of the goods, the utilisation level etc. For specific transports, the company carrying out the transport should be contacted to get information on how the goods are handled and the transport is carried out.
Goods transportation by air transport is done either in special freight planes or in regular passenger flights together with passengers. Air transport is primarily used for transportation of valuable or fragile goods and for speedy deliveries. Air transport is also more expensive than other modes of transportation. Consequently, very little goods are transported by aircraft. The major part of the goods is transported in regular passenger planes. The amount of goods that can be carried in passenger aircraft is however small. The average load of goods in a passenger aircraft is below 100 kg and is equivalent to an average passenger with average luggage. The passenger occupation will therefore have a large influence on the energy use and the emissions for goods carried in regular passenger aircraft.
The MD-82 was chosen to represent Swedish air transport since it is one of the most common used aircraft in domestic regular traffic in Sweden. The aircraft represents an average regarding both technical standard and emissions. The aircraft has a long average lifetime.
Utilisation level and distance
For air transports, data on energy use and emissions per tonkm may only be given for a specific flight distance since the energy use and emissions vary substantially during the different phases of the flight. A flight may be considered to consist of 5 phases - take-off, climb, cruise, descent and landing (including operations on the ground). The take-off and climb are the most energy demanding phases and give rise to extensive emissions. For flights longer than 300 km, the energy use and emissions at take-off, climb, descent and landing may be considered to be constant, independent of the flight distance. Consequently, the longer the flight the more energy efficient transport. Aircraft are optimised for energy efficiency during the cruise phase.
The average distance for Swedish domestic flights is between 300 and 600 km. Data for freight planes was therefore both given for a flight distance of 300 km and 600 km. The average utilisation was assumed to be equivalent to a passenger occupation of 65 %, which may be a conservative assumption compared to actual operation. To obtain a minimum and a maximum value for the energy use and emissions, data was also given for a higher utilisation (81 %, the minimum value in the data) and a lower utilisation (49 %, the maximum value).
To calculate energy use and emissions for other flight distances, the following relations may be used, where x=total distance in km. These relations are valid for flights longer than 300 km and concern a MD-82 loaded with 9450 kg i.e. a utilisation level equivalent to a passenger occupation of 65%.
-Kerosene: 2220 + 3,1*(x-300) [kg]
-CO2: 7015 + 9,8*(x-300) [kg]
-CO: 9,6 + 0,0129*(x-300) [kg]
-HC: 1,848 + 0,0049*(x-300) [kg]
-NOx: 29,85 + 0,031*(x-300) [kg]
-SO2: 2,22 + 0,003*(x-300) [kg]
|
|
About Data |
The data is based on simulation calculations performed at FFA (The Aeronautical Research Institute of Sweden).
|
|
Notes |
The data is continously updated, and the data user should therefore always make sure to use the most recent version of the data, which is published on the NTM homepage: http://www.ntm.a.se.
The work within NGM will continue to further increase the knowledge of different environmental interventions associated with goods transportation. The representatives for road transports (e.g. Volvo, Scania, Bilindustriföreningen, BTL Åkeriförbundet etc.) are currently compiling new data on energy use and emissions from road transports which is expected to be available in the end of February 1997. SJ and Vattenfall AB are working on new data on the environmental load of electricity production which also will be available at the end of February 1998.
The major Swedish actors in the transportation business, which are members of NGM (e.g. SJ, BTL, ASG etc.), will use the data as a basis for environmental assessment of different transportation alternatives.
The secretary for the work is Sebastian Bäckström, Department of Transportation and Logistics at Chalmers University of Technology.
|
|
|
