When comparing figures of energy consumption, and derived CO2 emissions, of the different inland freight transport modes (road, rail and inland shipping), at least two methods can be ussed. The method most frequently used is based on average figures of primary energy consumption (in MJ) and transport performance. Although this method has some advantages when comparing the whole distribution process, it has one big disadvantage: new transport concepts with other distribution characteristics cannot be compared. For intermodel transport for this reason an in-depth energy study (the second method) was made, based on the technical characteristics of the vehicles equipped with best available techniques. Technical and operational issues were examined. Technical issues such as maximum load, resistance, mechanical efficiency and thermal efficiency (engine or electric power station and grid). Operational issues such as length of vehicle (truck, train, ship), velocity, payload, transport of empty load-units (containers, swapbodies) and empty vehicle trips. When using the first method, the specific energy consumption of trains and lighters turns out to be 25% to 35% compared to the consumption of road trains. For intermodel transport, for which the second method was used, the advantage of lower energy consumption turns out to be smaller, absent or even negative, mainly depending on the operational circumstances.
Abstract