IWA 16:2015
(Main)International harmonized method(s) for a coherent quantification of CO2e emissions of freight transport
International harmonized method(s) for a coherent quantification of CO2e emissions of freight transport
IWA 16:2015 defines the framework for methods for coherent quantification of CO2e emissions of freight transport (total and intensity) on the following three levels: 1) Level of operation of transport chain element (TCE). 2) Level of network including company level. 3) Level of cargo. IWA 16:2015 provides a gap analysis identifying starting points and recommending further specification and possible alignment on mode specific and intermodal levels, including transhipment centres and warehouses. Consideration needs to be given to the practicality of the methods and the intended use of the outputs to the potential user groups, particularly providers of freight transport and logistic services as well as their customers.
Méthode(s) internationale(s) harmonisée(s) pour une quantification cohérente des émissions de CO2e par le transport de fret
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Standards Content (Sample)
INTERNATIONAL IWA
WORKSHOP 16
AGREEMENT
First edition
2015-02-01
International harmonized method(s)
for a coherent quantification of CO e
2
emissions of freight transport
Méthode(s) internationale(s) harmonisée(s) pour une quantification
cohérente des émissions de CO e par le transport de fret
2
Reference number
IWA 16:2015(E)
©
ISO 2015
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IWA 16:2015(E)
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IWA 16:2015(E)
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Terms and definitions . 1
3 Initiatives and documents included into the gap analysis . 2
4 Boundaries of analysis . 2
4.1 General . 2
4.2 Processes included . 3
4.2.1 On operation level . 3
4.2.2 On network level . 3
4.2.3 On cargo level . 3
4.2.4 Definition and use of transport chain elements . 3
4.3 Processes included on all calculation levels . 4
4.3.1 Energy operational processes . 4
4.3.2 Fugitive emissions . 4
4.4 Processes not included . 4
4.5 Processes and issues that should be assessed as to their inclusion . 4
5 Gap analysis . 5
5.1 General aspects . 5
5.2 Mode specific gap analysis . 6
5.3 Level specific gaps .23
6 Closing the current gaps .24
6.1 General aspects .24
6.2 Recommended next steps and format for next standardization developments .24
7 Conclusion .25
Annex A (informative) Workshop contributors .26
Bibliography .29
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IWA 16:2015(E)
Foreword
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IWA 16:2015(E)
Introduction
Transport and logistics are based by 95 % on fossil fuels and currently contribute to an estimated 20
to 25 % of overall global CO emissions (ITF International Transport Forum (2012): Greenhouse Gas
2
Emissions: Country Data 2010. http://www.internationaltransportforum.org/Pub/pdf/10GHGcountry.
pdf, Rodrigue J-P., Comtois C, Slack B (2009): The Geography of Transport Systems. New York: Routledge).
Therefore, governments and industry are interested in improved efficiency of transportation and
transport chains. Transport chains as considered within this IWA encompass the handling processes
and transportation of goods from the producing entity to the next level(s). These transport chains
connect industry and commercial processes. In order to identify best practice and to improve the
efficiency of transport chains, an accepted and standardised method for calculating emissions values is
needed together with a specification of data requirements. This IWA develops a framework and maps
out requirements toward a global CO e emission calculation standard, based on existing standards.
2
As thorough analysis of existing standards and calculation methods has shown, there are several gaps
within the currently existing methods, which leave space for interpretation in regards to calculation.
A comparability of calculated results is therefore not necessarily given (see COFRET EU-project
deliverables D 2.4 Methodologies for emission calculations[12], D 3.1 Assessment of typology of existing
CO calculation tools and methodologies[13], D 3.2 Methodology for integration of CO emission
2 2
calculation-tools[14] and D 3.3 Suggestions and recommendations towards global harmonization of
carbon footprint calculation principles and comparable reporting[15]). Identifying these gaps and
addressing them in a next standardization process step is important though, in order to ensure that
ambiguities are eliminated and to achieve a compatible level of accuracy across all modes of transport
as well as across all elements of the transport chain.
As analysis has shown, optimization of emissions for shipments and for networks of individual
transport providers requires different approaches. All other things being equal, for isolated cargo direct
routings are usually those with the lowest emissions. For transport service providers avoiding empty
transportation space will often lead to optimization. Furthermore the characteristics of the various
transportation modes need to be taken into consideration as well as those of handling processes,
logistics hubs and transhipment centres. The calculation approach suggested in this document therefore
distinguishes three levels of calculation: operation specific level, transport company network level and
cargo level, reflecting the differing perspectives of carriers, logistics service providers and shippers.
Transport chains are almost always very complex, often encompassing various modes of transport and
handling processes or storage etc. In order to enable the calculation of emissions, this IWA suggests the
approach of calculation of emissions of separate transport chain elements. Another emphasis within
this IWA is given to the aspect of data quality. As tracked fuel consumption is not always available, the
question of default data needs to be addressed.
Terms like logistics chain and supply chain are often used within the transport sector. For a better
orientation Figure 1, originated from the COFRET project (see [11]), provides a generic example showing
logistics operations as elements of the transport chain and transport chain within a supply chain. Each
logistics operation forms a transport chain element (TCE), the sum of all TCEs builds the transport
chain.
Figure 1 — Logistics operations as elements of the transport chain
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IWA 16:2015(E)
International Workshop Agreement IWA 16 was launched at a workshop held in Berlin, Germany, in
July 2014, and approved at workshops held in Berlin, Germany, in September 2014 and in November 2014.
All workshops were hosted by DIN, the German Institute for Standardization.
This IWA was developed in the following format:
1st and kick-off meeting on 2014-07-08: Adoption of the scope and objectives of the IWA, agreement on
a two-tiered approach: (1) identification of recommended existing standards suitable as basis and gaps,
(2) identification of suitable approaches for closure of identified gaps;
2nd meeting from 2014-09-01 to 2014-09-02: Discussion of gaps per mode and in general, summarizing
and agreement on gaps;
3rd meeting from 2014-11-13 to 2014-11-14: Discussion of suggested approaches for closing gaps and
summarizing recommendations on way forward.
Between the 2nd and 3rd meeting further consultation in the format of telephone conferences took
place between the workshop participants in order to complete the mode specific gap analysis.
During meetings, findings were discussed and the content of the following document was agreed.
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International Workshop Agreement IWA 16:2015(E)
International harmonized method(s) for a coherent
quantification of CO e emissions of freight transport
2
1 Scope
This International Workshop Agreement (IWA) defines the framework for methods for coherent
quantification of CO e emissions of freight transport (total and intensity) on the following three levels:
2
1) Level of operation of transport chain element (TCE).
2) Level of network including company level.
3) Level of cargo.
It provides a gap analysis identifying starting points and recommending further specification and
possible alignment on mode specific and intermodal levels, including transhipment centres and
warehouses. Consideration needs to be given to the practicality of the methods and the intended use of
the outputs to the potential user groups, particularly providers of freight transport and logistic services
as well as their customers.
2 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
2.1
vehicle operation system
VOS
set of vehicle operations
[SOURCE: EN 16258:2012, 2.2.22]
2.2
vehicle operation
deployment of a vehicle to fully or partially provide a transport service for one or more transport service
users
[SOURCE: EN 16258:2012, 2.2.21]
2.3
vehicle
any means of transport
Note 1 to entry: Within this standard, this definition includes vessels (watercraft and aircraft like ships, boats and
planes), for reasons of simplification only.
[SOURCE: EN 16258:2012, 2.1.19]
2.4
transport network
system of connections covered by transport organizers including connections covered by subsidiaries
and subcontractors
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IWA 16:2015(E)
2.5
cargo
collection/quantity of goods (carried on a means of transport) transported from one place to another
Note 1 to entry: Cargo can consist of either liquid or solid materials or substances, without any packaging (e.g.
bulk cargo), or of loss items of unpacked goods, packages, unitised goods (on pallets or in containers) or goods
loaded on transport units and carried on active means of transport.
[SOURCE: EN 14943:2005, 3.151]
2.6
intermodal container
inter-modal transport unit (ITU)
inter-modal loading unit (ILU)
transport unit which may be a container, swap body, semi-trailer or road-trailer suitable for inter-modal
transport
[SOURCE: EN 14943:2005, 3.512]
2.7
transport chain
sequence of transport activities and logistics operations
Note 1 to entry: See Figure 1 which shows logistics operations as elements of the transport chain.
2.8
logistics
planning, execution and control of the movement and placement of people and/or goods and of the
supporting activities related to such movement and placement, within a system organized to achieve
specific objectives
[SOURCE: EN 14943:2005, 3.575]
2.9
carbon dioxide equivalent
CO e
2
unit for comparing the radiative forcing of a GHG to carbon dioxide
Note 1 to entry: The carbon dioxide equivalent is calculated using the mass of a given GHG multiplied by its global
warming potential.
[SOURCE: ISO 14064-1:2006, 2.19]
3 Initiatives and documents included into the gap analysis
Different tools are taken into consideration in the gap analysis and in the way forward in addressing
these gaps. These tools are listed in the gap-analysis tables and in Bibliography.
4 Boundaries of analysis
4.1 General
It is important that for all three levels of calculation it is defined which processes and elements are
included and which not.
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IWA 16:2015(E)
4.2 Processes included
4.2.1 On operation level
Calculations on vehicle operational level shall include operation of all on-board vehicle systems including
propulsion and ancillary services.
4.2.2 On network level
Calculation on network level includes all segments within the commercial boundaries of one operator
or logistics service provider. It covers all transport modes, all services and activities of the operator’s
network.
Calculation on network level also includes processes consisting of short-term assistance to the vehicle
for security or movement reasons, with other devices like tugboats for towing vessels in harbours,
aircraft tractors for planes in airports, etc.
4.2.3 On cargo level
Calculation on cargo level includes all transport elements and services from the commercial boundaries
of the shipper to the commercial boundaries of the next receiving unit which is performing substantial
changes to the cargo and its elements.
4.2.4 Definition and use of transport chain elements
Given the complexity of transport chains the notion of transport chain element (TCE) as a modular
and independent operation that brings the goods close to their final destination is introduced (see
also COFRET D.3.1[13], there referenced as supply chain element). Figure 2 presents an example of a
transport chain composed of TCEs. Not only transport operations are considered as TCEs, but terminal
and warehousing operations are also treated as standalone TCEs. The resulting CO e emissions at the
2
product level are the sum of the emissions resulting from the TCEs that constitute the transport chain.
Figure 2 — Example of a transport chain split into transport chain elements
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IWA 16:2015(E)
The division of any transport chain into a number of sequential TCEs greatly simplifies the effort
necessary to compute cargo-level emissions. Any transport chain can be decomposed on a limited number
of TCEs, such that TCEs can be used and reused in any arbitrary situation, functioning as building blocks.
The Logistics Node Elements (LNE), such as terminals and warehouses include processes of external
handling or transhipment devices for the movement or transhipment of freight. Furthermore, handling
operations that take place inside platforms, and which consist of loading and unloading of parcels or
pallets of express delivery services and other transport services organized in networks, belong to this
category of processes.
4.3 Processes included on all calculation levels
4.3.1 Energy operational processes
The assessment of energy consumption and Greenhouse Gas (GHG) emissions of TCE shall include both
vehicle operational processes and energy operational processes that occur during the operational phase
of the lifecycle.
The vehicle operational processes shall include operation of all on-board vehicle systems including
propulsion and ancillary services.
The energy operational processes shall include:
— for fuels (except electricity): extraction or cultivation of primary energy, refining, transformation,
transport and distribution of energy at all steps of the production of the fuel used;
— for electricity: extraction and transport of primary energy, transformation, power generation,
losses in electricity grids.
4.3.2 Fugitive emissions
Direct emissions of GHG resulting from leakage during operational processes (e.g. of refrigerant gas or
natural gas) should be included.
4.4 Processes not included
Processes not to be included in the analysis are:
— processes for the construction, maintenance and scrapping of vehicles and logistic nodes;
— processes of construction, service, maintenance and dismantling of transport infrastructures used
by vehicles;
— non-operational energy processes, like the production or construction of extraction equipment of
transport and distribution systems, of refinery systems, of enrichment systems, of power production
plants, etc. so as their reuse, recycle and scrap;
— additional impacts of combustion of aviation fuel in high atmosphere, like contrails, cirrus, etc.
4.5 Processes and issues that should be assessed as to their inclusion
Processes at the administrative (overhead) level of the organisations involved in the transport and
logistics services might be relevant for the overall emission result. It is to be assessed in detail to which
extent and how they are to be included on the three calculation levels.
Consideration of the extension of the approach to local air pollutant emissions in context of calculation
of CO e/GHG emissions should be given.
2
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IWA 16:2015(E)
5 Gap analysis
5.1 General aspects
The following aspects apply to gaps on all three levels of the defined framework (operation, network,
cargo) and need to be unambiguously defined and included in the next standardization efforts on a
global level.
a) Appropriateness in emission allocation:
1) Consistent set of CO , GHG and CO e emissions factors to be used in calculations in order to
2 2
provide a truly comparable set of outputs for well-to-tank, tank-to-wheel and well-to-wheel
fuel life cycle phases for the main commercial transport fuels. This is needed at the global level
to take into account regional or national differences in fuel specification/composition and/or
production processes as well as to ensure consistency across modes/between operators (GLEC
has recently initiated a study on this topic).
2) Consistent approach to electricity emissions – this is crucial in the railway sector and is being
addressed by ECO TransIT, EN 16258, French info CO transport law, GHG Protocol and UIC
2
among others. These all quote or are developing electricity emission factors by country, based
on national generation, consumption or other (e.g. railway-specific purchase) mixes, but a
consistent approach across the transport chain within and between countries and modes still
needs to be developed.
3) Consistent approach to definition of empty runs across all modes and mechanisms to establish
industry recognized default data sources to be used are needed where they are not present.
GLEC has recently initiated an initial scoping study on this.
4) Consistent approach to definition of default load factors across all modes is required (in the
circumstances where actual/averaged data are not available and an aggregated approach is to
be applied).
5) Aligned allocation rules for vehicles carrying e.g. freight and passengers at the same time or
consolidated freight, and also at nodes and terminals when handling freight.
b) Quality of data:
1) Consistent approach to:
i) requirements for operational data collection (frequency, granularity) and data quality,
especially towards data quality measurement and quality indicators. Guidelines for the
monitoring and verification of real input data as well as rules for the use of real input
data on the basis of sampling, e.g. definition of application fields, frequency, sampling size.
Definition of time frame of data, e.g. on yearly base to avoid influence of temporal, seasonal
and economic effects;
ii) use of default data in absence of tracked information;
iii) define data quality levels (mix between use of measured data and default data) and provide
guidance on how to apply and to declare them.
2) Definition of TCEs scope and their boundaries, including definition of standard VOS examples as
well as auxiliary processes, to be included in the calculation.
3) Consistency of reporting (metric vs. imperial).
4) Standardization of reporting.
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IWA 16:2015(E)
5) A quality verification process.
c) Consistent approach to definitions of an operator’s network and its organizational boundaries (e.g.
overhead) needs to be developed.
d) Transport auxiliary processes (e.g. tugboat, cold ironing, shunting, yard logistics, air-conditioning
of goods) including (indirect) emissions caused by auxiliary material consumption (e.g. lubricants,
additives, packaging).
e) Consistent approach to consideration and avoidance of double counting.
5.2 Mode specific gap analysis
In addition to the general aspects and gaps listed already, the following tables reflect mode specific gaps.
For this analysis the most appropriate and best aligned starting points (per mode and for logistics
hubs) have been used as the basis and reference for future standardization, as indicated in the following
tables. Based on these suggested starting points the most pressing gaps that still need to be addressed
were identified.
The gap analysis for the transport mode road is given in Table 1.
Table 1 — Gap analysis road
Starting points
Identified gaps and
Investigated aspect
comments
EN 16258 Smartway
TTW/WTW TTW/WTW TTW Consistency of approach
(Tank-To-Wheel/ Reliable information about
Well-To-Wheel) upstream processes
CO /CO e CO e CO Consistency of approach
2 2 2 2
Allocation units Preferred unit is tkm (tonne CO /ton mile Unified allocation units per
2
in general kilometre), but other units type of cargo and/or trans-
Also CO /vehicle mile and
2
can be used if they are port service
CO per cubic foot mile
2
justified
Marginal accounting is not
allowed
Specific allocation Preferred allocation unit for — use of this allocation unit in
units collection and distribution: practice
tkm based on GCD (Great
(recommendation: uniform
Circle Distance)
calculation unit for every
service type: dense network
transport, loose network
transport, point-to-point-
transport)
Energy consumption Only on-board processes Not specified Treatment of temperature
of auxiliary pro- are included, they are not control/reefer to be consist-
cesses specified in detail though ent across all modes
Processes included Loaded and unloaded Own fleet Auxiliary processes (e.g.
(empty) trips, subcontrac- non-onboard handling),
Empty running included
tor’s transports, on-board secondary energy used for
handling if measured temperature controlled
processes, maintenance,
preparation and aftercare of
vehicle and transportation
units (e.g. cleaning of tank
containers)
Allocation notes — — —
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IWA 16:2015(E)
Table 1 (continued)
Starting points
Identified gaps and
Investigated aspect
comments
EN 16258 Smartway
Vehicle operation Concept of VOS and fleet is This is taken into account Standard categories of/
systems (VOS) introduced by the benchmarking by descriptions for VOS would
descriptions service type in which the help comparability
information is presented
General internationally
applicable clustering of vehi-
cles into categories needs to
be specified, granularity of
data
Procedure for The standard categorises Fuel and CO based on Guidelines for measurement
2
measured energy data into the groups of measured data and use of measured data
consumption data specific measured values, are needed
Other pollutants modelled
transport operator specific
using national emissions Guidelines on uncertainties
values and transport oper-
factors and protocols
ator fleet values. It is not
specified though, how these
values are generated
Procedure for Procedures and sources for Not applicable Guidelines for use and
absence of measured default data referenced in selection of data in case of
energy consumption annex, use not specified absence of measured data
data are needed
Fuel-based versus Fuel-based preferred but Fuel-based fuel (including electricity)
activity based other approaches accepted based preferred as aspi-
ration, other approaches
need to be accepted in the
meantime
Data sources — — Guidelines for use and
(default data) selection of data in case of
absence of measured data
are needed
Specific factors Given in EN 16258, Annex A National emission factors Need of a standard proce-
from Argonne National dure for the approach to
Laboratory emission factors across all
modes
Gaps in existing cov- — — —
erage/comments
Allocation unit and — — Mass/volume relation and
intensity distances need to be unified
Calculation of Actual distance travelled Actual distance driven Harmonized approach to
distances consideration of distance is
For allocation: Great Circle
required
Distance or shortest feasi-
ble distance
Reporting Energy use and CO e on Benchmarked reporting Definition of reporting fac-
2
both TTW and WTW basis based on 5 g
...
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