SYNOPSIS INTRODUCTION METHODS

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1 Life Cycle Assessment of tanspotation Annik Mageholm Fet, pofesso Nowegian Univesity of Science and Technology Pesented at the WEGEMT wokshop, Southampton, Sept SYNOPSIS Infomation about the envionmental pefomance of tanspot systems is believed to become inceasingly impotant in the futue. Watebone tanspot has taditionally been consideed the best altenative fom an envionmental point of view. Howeve, in ecent yeas moe attention has been put on the way envionmental pefomance is documented. This pape shows how the envionmental pefomance of diffeent tanspot chains can be compaed against each othe by a set of envionmental impact categoies. By the use of diffeent weighting models, slight vaiations in pefomance ae obseved. INTRODUCTION This pape pesents the esults fom the Nowegian poject Envionmental Pefomance of Tanspotation - A Compaative Study, a co-opeation between the Nowegian Univesity of Science and Technology (NTNU), Det Noske Veitas (DNV) and Ålesund College. The poject is based upon the pe-poject 1 Life cycle Evaluation of ship tanspotation - Development of methodology and testing, which demonstated that Life Cycle Assessment (LCA) is an appopiate method to identify and evaluate envionmental impacts duing the life cycle of a ship. Howeve, it concludes that to evaluate the envionmental pefomance of diffeent tanspot chains, both methodological development, impovement of elevant databases and evaluation aspects must be addessed in futhe eseach. The goal of the pesent pojects is theefoe to establish models and guidelines fo the documentation and compaison of envionmental pefomance of diffeent tanspot chains in a life cycle pespective. This equies: a common set of pinciples fo descibing the tanspot chain, the systems and thei subsystems a simplification of the method of evaluating the envionmental pefomance of tanspot chains, a common set of envionmental impact categoies fo the tanspot secto, and guiding pinciples on how to allocate infastuctue activities to the envionmental buden of the tanspot chain. METHODS The woking method has followed the LCA-methodology 2 : 1. Goal and scope definition; heeunde system desciption and identification of elevant envionmental impact categoies fo the tanspot secto. 2. Inventoy analysis; heeunde a systematisation of data-collecting algoithms in accodance with the system stuctue. 3. Impact assessment; heeunde chaacteisation and valuation accoding to six diffeent valuation methods. 4. Intepetation and compaison of envionmental pofiles of the tanspot chains. System desciption A tanspot chain is defined as the combination of diffeent tanspot systems that enables tanspotation fom A to B. This is illustated by Fig. 1. Tanspot Chain Chain Railway tanspot Road tanspot Aviation tanspot Watebone tanspot System Stations Teminals Aipots Habous Tains Heavy duty vehicles Aicafts HSLC vessels Subsystem Rails Roads Fig. 1: Tanspot chain, tanspot systems and thei sub-systems

2 Impact categoies Envionmental impact categoies ae defined slightly diffeent by diffeent oganisations. Impact categoies poposed by OECD 3, ISO 4, LCANET 5, UN 6 and the Nowegian govenment 7 ae gouped mainly in two goups; ecological and human impacts, and esouce use. It is impotant that the categoies eflect changes ove a peiod of time keyed to the poblem, ae eliable and epoducible, and ae calibated in the same tems as elevant policy goals o tagets. The impact categoies in this study ae mainly based upon the OECD Coe Set of indicatos. Howeve, the impact categoies identified by the Nowegian govenment ae also taken into account since they tun out to be political questions. Table I lists the consideed impact categoies and the most impotant substances that contibute to each categoy. Table I Relevant impact categoies in this study. Impact categoies Substances Climate change CO 2, N 2 O, CH 4 Acidification SO 2, NO X, NH 3 Toxic contamination Pb, TBT, othe anti fouling paint (Cu based) Local Ai Pollution (dust) Paticles Photo oxidant fomation NMVOC Noise Aea exposed to moe than 55dBA Eutophication NH 3, NO X Enegy consumption MJ Land use m 2 Case studies The poject has studied thee tanspot cases: Case 1: Pape tanspot Moss Hambug 8 Case 2: Passenge tanspot Bodø Svolvæ 9 Case 3: Fozen fish tanspot Ålesund Pais 10 They include tanspot means such as small aicaft, cago vessel, fey, taile and high speed light caft. In addition infastuctue like habous, oads etc. ae included. Function of tanspot chain and functional unit A functional unit is a measue of the pefomance of the functional outputs. Its pimay pupose is to povide a efeence to which to elate the inputs and outputs. This efeence is necessay to ensue compaability of LCA-esults, and it is paticulaly citical when diffeent systems ae being assessed to ensue that such compaisons ae made on a common basis. When compaing tanspot chains it is necessay to eflect that the distance tavelled diffes fom altenative to altenative. This can be a significant contibuto to the diffeence in envionmental pefomance. Envionmental pefomance should theefoe not be expessed pe km. Functional units fo tanspot chains become: Fo tanspot of goods: ton pe oute descibed between point A and B. Fo tanspot of passenges: passenges pe oute descibed between point A and B. INVENTORY PRINCIPLES The pinciples fo descibing the tanspot chain and collecting data fo the systems and sub-systems ae as follows: 1. Descibe the function of the tanspot chain. 2. Descibe the tanspot chain and its combination of tanspot systems between point A and B. 3. Descibe the tanspot system; the means and the infastuctue, oute, distances, time etc. 4. Decide level of opeational pofile; based on aveage figues o detailed desciption of machiney load. 5. Descibe the opeational paametes fo each tanspot sub-system, capacity and exploited capacity, e.g. fo a vehicle - aveage paametes ae satisfactoy, fo a ship sepaate between sailing and idle, fo a teminal/habou - goods teatment and enegy consumption, enegy equiing activities needed to handle the goods, pecentage of passenges o teated goods pe yea. Calculation and allocation pinciples The amounts of substances contibuting to the impact categoies, see Table I, ae calculated by the following fomulas. E is the total emission of substance i [kg pe tip]. Exhaust gas emissions can be calculated afte (1) o (2): i E = F D (1) i e ai

3 F is the fuel consumption [kg/km] D is the distance fom point A to point B fo each tanspot means [km] e ai is the exhaust emission facto fo substance i [kg/kg] Ei = P edi T (2) P is engine powe (aveage o a detailed powe-patten) [kw] e di is the exhaust emission facto fo the substance i [kg pe kwh] T is time [h] Dust o paticulas ae calculated by (3) Ei = D ebi F (3) F is the fuel consumption [kg/km] e bi is the emission facto fo substance i [g/kg fuel] D is the distance fom point A to point B fo each tanspot means [km] Leakage of eco - toxic substances fom ship antifouling by (4) Ei = T eci A (4) e ci is the leakage facto fo eco-toxic substance i [g/(m 2 h)] T is time [h] A is aea of wet suface [m 2 ] The calculation of land aea consumption is based on the sum of the aea equied at any time duing the tanspot. The land aea equied fo the tanspot of cago and passenges has to be allocated to the tanspot chains accoding to thei degee of use of the aea, e.g. by time used, numbe of opeations, amount of passenges and cago o economic tunove. Fo loading/tansfe the equied aea may be shaed with seveal uses at the same time. Fo the allocation of land use to the tanspot chain the actual occupied aea can be calculated by multiplying the time shae of the aea nomalised with one yea and multiplied by the faction the actual tanspot means i is pat of the total loading / tansfe. Occupied land aea a accoding to time used is calculated by (5). If othe allocation pinciples ae used the aea may be calculated afte simila looking fomulas. B is the beath of the oad/quay [m] L is the length of the tanspot oute/vessel [m] ki is the faction of total activity t denote the time used on the aea fo given sub-system [h] T y is one yea [h] a = B L k t / T (5) i y The total aea consumption An due to noise is expessed as the aea exposed to noise levels above 55 dba 1. It is estimated by fomula (6). A typical allocation pinciple is to multiply with the faction eflecting the subsystems shae of the total activity. A n = 2 R D (6) n Rn is the adius whee the noise is above the defined level [m] D is the length of the oute [m] 1 This is the limit set by the Nowegian Ministy of Envionment fo new buildings and oads.

4 Fo multipupose-vessels (e.g. cago and passenges) it is necessay to elate the emissions * E i to the functional unit: * Ei Ei = M C Ei is the total emitted substances [g] C is the exploited capacity [ton] M is the amount tanspoted eflected by the functional unit [ton pe FU] (7) CASE STUDIES This pape mainly pesent Case 2 whee thee tanspot chains ae evaluated; chain A; a high speed light caft vessel (HSLC), chain B; aicaft taxi combination (but mainly aviation tanspot), and chain C; a ca fey combination, mainly oad tanspot, see Fig.2. Svolvæ Tanspot chain A (watebone tanspot) Tanspot chain B (mainly aviation tanspot) Tanspot chain C (mainly oad tanspot) Fig.2: Passenge tanspot between Bodø and Svolvæ. 1. The function of the tanspot chains is to tanspot passenges between Bodø and Svolvæ. The functional unit is defined as 1 passenge tanspoted between the town cente of Bodø to the town cente of Svolvæ. 2. Chain A consists of a HSLC tavelling 160 km (Bodø town cente to Svolvæ town cente). Chain B consists of an aicaft flying 120 km (fom Bodø town cente to aipot outside Svolvæ) and a taxi diving 6 km (fom the aipot to Svolvæ town cente). Chain C consists of a pivate ca diving 285 km (Bodø town cente to Svolvæ town cente), whee 55 km is coveed by a fey (Skutvik to Svolvæ town cente). The components of the tanspot chains ae shown in Fig The HSLC is poweed by 2x2 MTU 12V183 engines (640 kw pe engine). It takes 199 passenges and tavels at a cuise speed of 35 knots (65 km/h). Between Bodø and Svolvæ it has intemediate stops fo loading and unloading passenges at Helnessund, Nodskot, Holkstad, Bogøy, Skutvik and Skova. The aicaft is poweed by two PW121 engines (1545 kw pe engine). It takes 38 passenges and tavels at a cuise speed of 270 knots (500 km/h). The ca and taxi takes 5 passenges (including chauffeu fo taxi) and tavels the distance fom Bodø to Skutvik and fom Helle to Svovlæ town cente at an aveage assumed cuise speed of 60 km/h. The fey has a total engine powe is 2645 kw. It takes 105 ca units and 399 passenges and tavels at a cuise speed of 15 knots (28 km/h).

5 4. The detail level of the opeational pofile of the HSLC, the fey and the ca is aveage opeation engine load, fuel consumption, emission factos and speed. Fo the aicaft the opeational pofile fo these paametes is divided into take-off/climbing, cuising and climb-out/landing. Fo aea occupation it is sepaated on when the HSLC and fey is lying at quay and when they ae sailing. Fo the aicaft it is sepaated on loading/unloading, taxing and takeoff/landing. Fo noise exposue it is sepaated between the HSLC and the fey when lying at quay, appoaching and leaving habous, and othe sailing. Fo the aicaft the same sepaation as fo aea occupation is applied fo noise exposue. Details of data backgound infomation ae found in the case epot 9 Chain A - watebone Chain B - Aviation Chain C Road-watebone HSLC tp.system Aic. tp. system Road tp.system Fey tp.system Road tp.system Bodø habou Bodø aipot Road Skutvik hab. Road HSLC Aicaft Taxi Fey Taxi Svol. habou Svol. aipot Svol. habou Fig. 3: Illustation of beakdown of tanspot chains, case 2. Fo a fey the total emissions and consumption ae allocated to one passenge ca by dividing on the fey-capacity and multiplying with the shae of the capacity that the ca occupies (8): E fey, i Etaile, i = U (8) C E taile,i is the shae of the fey`s total emissions that ae allocated to the passenge tanspot [g]. E fey,i is the total fey emissions of substance i as calculated in equation (1) o (2) above [g]. C is the exploited capacity fo the fey (measued in pivate ca units). U is the numbe of pivate cas units that the passenge tanspot occupies. The emission (E taile,i = E i ) ae then elated to the functional unit accoding to equation (7). INVENTORY RESULTS By using fomula (1), (2) and (7) the emissions to ai ae calculated fo evey substance within each impact categoy. The calculations ae based on fuel consumption. Fom each sub-system in the tanspot chain the total amount of each substance ae summaised and pesented in the inventoy table, Table II. TBT-leakage can be calculated afte fomula (4) by using a leakage-ate of 0,0017 g/(m 2 h). Howeve, fo this paticula case study, toxic eleases ae not calculated. Fo all the calculations, the final esult ae futhe multiplied by exploited capacity and divided with capacity and by the numbe of passenges. This gives the esults pe functional unit. Fo the fey fomula (7) must be used in addition. The occupied habou aea is calculated by using the vessel length, quay with, time in habou, taffic and goods flows. The calculations on aea occupation due to ca taffic ae based on vehicle length and with, aveage speed and time on oad, see fomula (5). The aea exposed to noise >55dBA is based on noise measuements and statistical data. Fomula (6) is used and allocation is based on shae of total activity.

6 Table II: Inventoy esults pe passenge tanspoted between the town cente of Bodø to the town cente of Svolvæ, Chain A, B and C. Impact categoy Substances Tanspot chain A Tanspot chain B Tanspot chain C Climate change CO 2 38,6 kg 47,3 kg 133 kg N 2 O 0,973 g 3,15 g 10,2 g CH 4 2,8 g 2,07 g 27,7 g Acidification SO X 26,8 g 5,92 g 65,6 g NO X 854 g 181 g 2256 g Toxic contamination Pb TBT Local Ai Pollution Paticles 6,08 g 5,97 g 18,4 g Photo oxidant NMVOC 33,5 g 50,5 g 490 g fomation Noise noise >55dBA 184 m 2 h 4462 m 2 h m 2 h Eutophication NO X 854 g 181 g 2256 g Fuel consumption MJ 488 MJ 600 MJ 1680 MJ Land use aea 0,0004m 2 0,005 m 2 0,064 m 2 Exploited capacity 47,5 % 37,6 % 20% ENVIRONMENTAL IMPACT ASSESSMENT Chaacteisation The total envionmental impact within each categoy j, EP(j), is the sum of each substance multiplied with its chaacteisation value afte fomula (8): EP(j) = Σ(Q i EF(j) i ) (8) Q i is the emissions of compound i, EF(j) i is the chaacteisation facto of compound i elated to impact categoy j. Nomalisation Diffeent valuation methods equie diffeent nomalisation values. Ideally the impact categoies should be nomalised accoding to the total contibution within each categoy (i.e. climate change should be nomalised accoding to global emissions and noise to local noise level), but as a simplification the diffeent impact categoies ae nomalised against total Nowegian emissions o consumption 11. The nomalisation-value, MP(j), within each categoy j is calculated by fomula (9). MP(j)=Σ(EN i EF(j) i ) (9) EN i is the total emission o consumption of compound i in Noway, and EF(j) i is the chaacteisation facto of compound i elated to impact categoy j. The value is then used to find the elative contibution fo each impact categoy by dividing the potential contibution EP(j) with the nomalisation value fo the categoy MP(j). Table IIIshows chaacteisation and nomalisation values. Table III: Chaacteisation and nomalisation values. Impact categoy Compound Reg. value Chaacteisation Contibution Nomalisation (Q i ) (EF(j) i) (Q i EF(j) i ) Climate change 14 CO 2 1 N 2 O 320 CH 4 25 EP(j) Acidification 14 SO 2 1,00 NO X 0,70 NH 3 1,88 EP(j) Toxic contamin. 23 Pb (to ai) 160 TBT 250 Cu 2 EP(j) Local ai pollution paticles

7 Photo oxidant fom. NMVOC Noise Aea >55dBA (m 2 ) Eutophication 14 NH 3 3,64 NO X 1,35 EP(j) Enegy consumption MJ PJ Land use Aea (m 2 ) , , , Relative contibution 0, , , Tanspot chain A Tanspot chain B Tanspot chain C 0, , Climate change Acidification Photo oxidant fomation Dust Noise Eutophication Enegy consumption Land use Impact categoies Fig. 4: Nomalised inventoy esults. Chain A is HSLC vessel, chain B is aviation and chain C is combined ca and fey. Fig. 4 shows the chaacteised and nomalised esults of the inventoy of tanspot chain A, B and C. This shows that chain B has the best envionmental pefomance within all categoies except fo climate change and photo oxidant fomation whee chain A is best. Chain C shows the wost esults while the watebone chain shows a elatively bette pefomance than chain C. Valuation Valuation techniques ae used to compae the elative impotance of diffeent envionmental impact categoies. Weighting methods equie ethical and ideological values and the values ae difficult to evaluate 12, 13. ISO 4 define weighting as the pocess of conveting indicato esults by using numeical factos based on value choices. In this study these methods ae used: The Eco-indicato EPS 15 The ExtenE Methodology 16 Valuation accoding to political goals Valuation accoding to panel pocedues Valuation accoding to the ecommendations in the OECD poject on Envionmentally Sustainable Tanspot (EST) 27 The Eco-indicato 99 is based on a damage function appoach, both EPS and ExtenE ae monetay methods while EPS uses a wide ange of indicato. ExtenE only focus on emissions of CO 2, NO X and paticles. Valuation accoding to political goals is based on distance-to-taget, whee the tagets ae the political goals fo envionmental impovement in Noway 7. The valuation accoding to panel pocedues eflects the elative weight a panel put on the selected impact categoies. The valuation accoding to political goals and panel pocedues ae based on chaacteisation and nomalisation values in Table III, wheeas the methods Eco-indicato 99, the EPS and the ExtenE ae based on chaacteisation values and weighting facto incopoated in the methods. The valuation accoding to the OECD-ecommendations is also a distance-to-taget method whee eduction tagets in popotion to 1990-level of CO 2, NO X, VOCs, paticles, noise and land-use/land-change ae used.

8 INTERPRETATION Fig. 5 shows the esults of the valuation accoding to political goals, Fig. 6 shows the esults accoding to the OECDecommendations, wheeas Fig. 7 shows the esults accoding to the ecommendations in the EPS-method. As the figues show, chain B has the best envionmental pefomance while the two fist methods ae used, while chain A is the best fo the EPS-method. Howeve, thee ae some diffeences in which categoies and compounds that contibute most to the envionmental budens ecognised in the diffeent methods. Wheeas acidification (NO X ) and eutophication ae the most impotant categoies in valuation accoding to political goals, EST and ExtenE, climate change is the single most impotant categoy when valuation is done accoding to panel pocedues while fuel consumption when using EPS. If valuation esults ae used to identify whee the most impotant potentials fo impovements ae, this is impotant to notice. The impact categoies used in Eco-indicato 99 ae athe diffeent fom the othe methods, so diectly compaison is difficult. Relative envionmental pefomance of passenge tanspotation. Land use Enegy consumption Eutophication Noise Dust Photo oxidant fomation Acidification Climate change HSLC chain Aicaft+taxi chain Ca+fey chain Fig. 5: Valuation accoding to political goals. Relative envionmental pefomance of passenge tanspotation Land use Noise Paticulate VOC NOX CO2 HSLC chain Aicaft+taxi chain Ca+fey chain Fig. 6:Valuation accoding to ecommendations in the EST poject..

9 NOx 35 ELU/passenge Fuel NOx Fuel Fuel CO2 CO2 CO2 HSLC chain Aicaft+taxi chain Ca+fey chain Fig. 7:Valuation accoding to ecommendations in the EPS-method.. Results fom Case 1 and Case 3 The esults fom the valuation of case 1 and 3 tun out to be vey simila independent of valuation method. In Case 1 (pape tanspot) the diffeent valuation methods give diffeent answes to what tanspot chain that has the best envionmental pefomance. Both the valuation accoding to political goals and the Eco-indicato 99 indicate that a taile based tanspot chain has the best pefomance, wheeas the othe methods indicate that a cago vessel based tanspot chain has the best pefomance. The diffeences between the chains ae howeve small fo all valuation methods. The weight on acidification in the diffeent valuation methods is cucial. Fo case 3 the watebone tanspot chain shows the best pefomance fo all valuation methods. DISCUSSIONS AND CONCLUSIONS The pape has demonstated models fo how to compae the envionmental pefomance of tanspot chains. Howeve, it has not shown how to optimise each chain. This will equie moe detailed data on machiney systems. It was decided to only study the opeational phase since pevious studies 18 show that cadle to gate data fo fuel contibute less than 10% to the impact caused by the combustion of the fuel duing the life time of a tanspot means, and the building of the subsystems contibute less than 1% to the total envionmental budens 19. Also the maintenance of the tanspot systems will give minimal contibution. These conclusions depend howeve on the system boundaies selected fo the inventoy 20. The impotance of the impact categoies is discussed. The impact categoy toxic contamination (TBT, Pb, defosting fluid etc.) is difficult to evaluate since local impacts ae not included in some of the evaluation models. The use of land-aea and the effects of noise exposue wee also evaluated. We see fom Fig. 4 that land use contibute minimal to the total envionmental buden. Howeve, the esults show that fo tanspot in dens populated aeas, noise should not be neglected as an impotant impact. The esults seam to tun out vey simila independent of which of the six valuation methods that ae used. So fa the poject concludes that a simple weighting method is ecommended, e.g. the six indicatos ecommended in the OECD EST poject, see Fig. 6. The esults ae inteesting infomation fo futhe eseach, fo decision-making in tanspot companies and fo govenmental bodies. The tanspot companies may use such infomation to epot the envionmental pefomance of tanspot chains and to plan thei logistics. Fo govenmental bodies the infomation can be used fo taxation. It is impotant to notice that a tanspot means is a pat of a tanspot chain, and theefoe taxes should be put on the tanspot chain instead of the single means. Databases with envionmental pefomance data fo tanspot chains, not only fo single tanspot means, should also be developed. The poject esults ae of geat value fo futhe eseach on how to optimise the economic and envionmental pefomance of tanspot chains, and fo the development of eco-efficiency indicatos 21 fo tanspotation since tanspot is a focused eseach aea in Euope.

10 ACKNOWLEDGEMENTS The autho want to thank othe paticipants in the poject fo valuable contibutions to the discussion of the methodology and the weight models. Especially to T. Johnsen DNV who has been esponsible fo pefoming the study behind Case 1 and 2, and Hay Kalsen HiA who has been esponsible fo Case 3. Also, thank to Otta Michelsen, NTNU, who has coodinated much of the epoting and contibuted in the valuation pocess. REFERENCES 1. Fet, A. M. (HiÅ), Søgåd, E. (DNV): Life Cycle Evaluation of Ship Tanspotation Development of Methodology and Testing. Repot no. 10/B101/R-98/008/00, Ålesund College, ISO 14040: Envionmental management Life Cycle Assessment Pinciples and famewok, Intenational Oganization fo Standadization (1997) 3. OECD: OECD Coe Set of Indicatos fo Envionmental Pefomance Reviews, Envionmental Monogaphs N 83. OECD/GD893)179 (1993) 4. ISO 14042: Envionmental management Life Cycle Assessment Life Cycle Impact Assessment, Intenational Oganization fo Standadization (2000) 5. Finnveden, G. and Lindfos, L.G., LCANET Theme Repot. Life Cycle Impact Assessment and Intepetation, (febuay 1997) 6. The Wold Resouces Institute, The United Nations Envionment Pogamme, The United Nations Development Pogamme and The Wold Bank, Wold Resouces A Guide to the Global Envionment, Oxfod Univesity Pess (1998) 7. Nowegian Ministy of the Envionment: Regjeingens miljøvenpolitikk og ikets miljøtilstand, Stotingsmelding n. 8 ( ) ( Nowegian white pape ) (Octobe 1999) 8. Johnsen, T., Envionmental compaison of altenative tanspot chains fo pape. A case study. Det Noske Veitas, Technical Repot No , Rev. 0, Johnsen, T., Envionmental compaison of altenative tanspot chains fo passenges. A case study. Det Noske Veitas, Technical Repot No , Rev. 0, Kalsen, H., Envionmental compaison of altenative tanspot chains fo fozen fish. A case study. Ålesund College, Technical Repot No , Rev. 0, Wenzel, H. et al: Miljøvudeing av podukte, Miljø- og Enegiministeiet Miljøstyelsen & Dansk Industi (1996) 13. Finnveden, G., A Citical Review of Opeational Valuation/Weighting Methods fo Life Cycle Impact Assessment, AFR-Repot 253, Swedish Envionmental Potection Agency (June 1999) 14. Goedkoop, M. and Spiensma, R. The Eco-indicato 99: A damage oiented method fo Life Cycle Impact Assessment (Peliminay Intenet vesion), PRé Consultans (Octobe 1999) 15. Steen, B. A systematic appoach to envionmental pioity stategies in poduct development (EPS). Vesion 2000 Models and data of the default method, CPM epot 1999:5. Cente fo Envionmental Assessment of Poducts and Mateials (CPM), Chalmes Univesity of Technology (1999) 16. ExtenE, Extenalities of Enegy What is the ExtenE Methodology, (1997) 17. Wiedekeh, P. Envionmentally Sustainable Tanspot Intenational pespectives. OECD s EST Poject. In OECD Poject on Envionmentally Sustainable Tanspot (EST) The Economic and Social Implications of Sustainable Tanspotation Poceedings fom the Ottawa Wokshop, ENV/EPOC/PPC/T(99)3/FINAL/REV1 (1999) 18. Johnsen, T. (DNV); Fet, A.M. (HiÅ): Sceening Life Cycle Assessment of M/V Colo Festival. Repot no. 10/B101/R-98/009/00, Ålesund College, Fet, A. M., Michelsen, O., Johnsen, T., Søgåd, E., Envionmental pefomance of tanspot A compaative study. In pep. Nowegian Univesity of Science and Technology, Tondheim, Noway. 20. Fet, A. M., Systems Engineeing Methods and Envionmental Life Cycle Pefomance within Ship Industy, Dokto Ingeniøavhandling 1997:21, Institutt fo temisk enegi og vannkaft, NTNU, ITEV-appot 1997: The Global Repoting Initiative, Wold Business Council fo Sustainable Development (WBCSD), Geneva, 2002.