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Author: Publisher: ISBN: Category : Languages : en Pages :
Book Description
Abstract : Freight transportation of goods and commodities is a necessity and often accounts for a significant portion of the overall investment in the industrial development, especially in the natural resource industry. The economic costs of developing an infrastructure have long been factored into the project costs, but environmental and/or social impacts have received less attention. In addition, alternative transportation modes are rarely compared from both economic and environmental perspectives. This project uses a case study to assess the environmental impacts (emissions) of different transportation options for transporting ore between a planned mine and a processing plant, and concentrate from the processing plant to an intermediate location (Escanaba, MI). The ore transportation options include truck only option and two multimodal (truck-rail) options, while the concentrate transportation options include truck only, rail only and one multimodal (truck-rail) option. Environmental impact assessment is done by a process called Life Cycle Assessment (LCA) using SimaPro Version 8 software and includes all aspects related to the construction, operation, and maintenance (stages) of transportation infrastructure and equipment required for the project. The end of life stage was excluded from the analysis. The different processes that occur during the three stages are identified and data for each process is either collected from local sources or from datasets available in SimaPro. The analysis is conducted for four alternative mine lives, ranging from ten to thirty years. The output of the LCA is provided in the overall Global Warming Potential (GWP) in terms of kilogram equivalents of CO2 (kg CO2eq) and the emissions generated by each transportation option are compared on the basis of one ton (US ton) of ore/concentrate transported. Overall, the results suggest that multimodal options generate the lowest emissions among all alternatives, for both ore and concentrate transportation. Operations stage accounts for the majority of the emissions for all six options, regardless of the life of the mine, but there are large differences in the operational emission quantities from truck only vs. multimodal options. It is also revealed that the construction emissions can be significant, especially for short mine lives, but emissions from maintenance activities remain fairly low for all options and all mine lives. In addition to quantifying the emissions from each alternative, the integration of results into economic analysis is investigated. An overview of Life Cycle Cost Analysis (LCCA) for freight transportation options is discussed and the emission results from LCA are converted to dollar value for transporting one ton of ore/concentrate using costs of carbon from literature.
Author: Publisher: ISBN: Category : Languages : en Pages :
Book Description
Abstract : Freight transportation of goods and commodities is a necessity and often accounts for a significant portion of the overall investment in the industrial development, especially in the natural resource industry. The economic costs of developing an infrastructure have long been factored into the project costs, but environmental and/or social impacts have received less attention. In addition, alternative transportation modes are rarely compared from both economic and environmental perspectives. This project uses a case study to assess the environmental impacts (emissions) of different transportation options for transporting ore between a planned mine and a processing plant, and concentrate from the processing plant to an intermediate location (Escanaba, MI). The ore transportation options include truck only option and two multimodal (truck-rail) options, while the concentrate transportation options include truck only, rail only and one multimodal (truck-rail) option. Environmental impact assessment is done by a process called Life Cycle Assessment (LCA) using SimaPro Version 8 software and includes all aspects related to the construction, operation, and maintenance (stages) of transportation infrastructure and equipment required for the project. The end of life stage was excluded from the analysis. The different processes that occur during the three stages are identified and data for each process is either collected from local sources or from datasets available in SimaPro. The analysis is conducted for four alternative mine lives, ranging from ten to thirty years. The output of the LCA is provided in the overall Global Warming Potential (GWP) in terms of kilogram equivalents of CO2 (kg CO2eq) and the emissions generated by each transportation option are compared on the basis of one ton (US ton) of ore/concentrate transported. Overall, the results suggest that multimodal options generate the lowest emissions among all alternatives, for both ore and concentrate transportation. Operations stage accounts for the majority of the emissions for all six options, regardless of the life of the mine, but there are large differences in the operational emission quantities from truck only vs. multimodal options. It is also revealed that the construction emissions can be significant, especially for short mine lives, but emissions from maintenance activities remain fairly low for all options and all mine lives. In addition to quantifying the emissions from each alternative, the integration of results into economic analysis is investigated. An overview of Life Cycle Cost Analysis (LCCA) for freight transportation options is discussed and the emission results from LCA are converted to dollar value for transporting one ton of ore/concentrate using costs of carbon from literature.
Author: Publisher: Transportation Research Board ISBN: 030912932X Category : Business & Economics Languages : en Pages : 62
Book Description
"Strengthening the economic vitality of a region (jobs and income) is one of the primary reasons for investing in highway capacity. Elements of improving economic vitality include better access to markets and labor force, reduced cost of delay, reduced congestion, improved safety, reduced pollution, and a better quality of life. However, the ways in which new and improved highway capacity influences economic vitality are complex and often indirect. This project had three objectives: (1) to provide a resource to help determine the net changes in the economic systems of an area impacted by a transportation capacity investment; (2) to provide data and results from enough structured cases that project planners in the future can use the cases to demonstrate by analogy the likely impacts of a proposed project or group of projects (plan); and (3) to demonstrate how this fits into collaborative decision making for capacity expansion."--proj. desc. This project produced 100 case studies of already-built highway capacity projects and their economic development impacts. To accomplish this, the study team compiled pre/post economic and land development data and conducted local interviews, in order to portray the actual, observed economic development impacts of those projects. The results were put into a database and classified by type of project and local setting. An accompanying web tool, called T-PICS (Transportation Project Impact Case Studies), was developed to provide access to the case study information so it can be used to portray the range of economic development impacts occurring as a result of different types of projects in different settings.
Author: Publisher: ISBN: Category : Commuting Languages : en Pages : 16
Book Description
In order to compare modes of transportation in terms of their environmental impact, a complete life cycle assessment (LCA) was conducted. Using Carnegie-Mellon's EIO-LCA methodology the manufacturing, assembly, operation, and infrastructure life stages were considered for energy input required. Building upon available research for the impact of vehicle and public transportation, the impact of these phases was calculated for walking, bicycling, and electric-bicycling. Electric bicycles use less than 10% of the energy required to power a sedan for each mile traveled and emit 90% fewer pollutants per passengermile- traveled than a bus operating off peak. Both habits and financial motivators impact the efficiency at which a form of transportation operates. For example, due to the amount of time a public bus runs offpeak, its average emissions per passenger-mile-traveled is greater than the emissions of a Boeing 737 per passenger-mile-traveled. These relationships and factors are explored in the concluding section.
Author: G. Scott Rutherford Publisher: Transportation Research Board ISBN: Category : Political Science Languages : en Pages : 780
Book Description
This synthesis will be of interest to transportation planners, environmental analysts, and government officials at the federal, state, regional, and local levels. It describes the state of the practice with respect to the procedures and methodologies used by planning agencies at all levels to plan and evaluate alternative multimodal passenger transportation and to integrate these plans with related land use and environmental issues. This report of the Transportation Research Board describes the federal studies and guidelines that are available and presents the findings of an extensive survey of state, regional, and local agencies to identify the evaluation methods that are being used in the practice. Selected case studies for five types of modal evaluation are presented: intercity corridor, regional study, regional screening, urban corridor, and regional programming.
Author: Massachusetts Institute of Technology. Transportation and Community Values Project Publisher: ISBN: Category : Environmental policy Languages : en Pages : 154
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Author: G. Scott Rutherford
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Author: Massachusetts Institute of Technology. Transportation and Community Values Project
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Author: B Andrew Kugler