Sustainability Strategies Addressing Supply-Chain Air Emissions (2014) / Chapter Skim
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Pages 15-29
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From page 15... ...
15 This chapter explores the ways in which regulators, industry, not-for-profit organizations, and affected communities can collaborate so that initiatives to address supply chain air emissions are optimally designed for impact, balance, and practicality. The intent of such initiatives is to raise the "efficiency frontier" of supply chains, ensuring through enlightened cooperation that the benefits side of the benefit-cost equation is favored.
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From page 16... ...
16 measures that focus on fuel efficiency can have beneficial outcomes for carriers, shippers, and regulators, as well as for society at large. In the case of GHG reduction, the benefits arising through win-win efforts are often broader than fuel cost savings alone.
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17 A challenge for public policymakers and decisionmakers is the achievement of the optimum balance between benefits and costs across the spectrum of economic, societal, and environmental impacts of their air emissions reduction efforts and, where possible, to assist in offsetting costs to industry where they occur. When developing regulations, public agencies should carefully evaluate the impacts so that the environmental and societal benefits generated outweigh the economic costs, such that no one sector or geography is disproportionately affected.
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18 to interviews with industry stakeholders, the new Tier 4 locomotive emissions standards currently can be achieved only at the expense of fuel efficiency and GHG emissions. 2.3 Fundamentals of a Sustainable Approach Combination of Enabling and Restrictive Mechanisms It is generally recognized that the free market, on its own, is unlikely to deliver an environmentally sustainable logistics system, particularly given the short timeframe required to arrest global warming and climate change, and because there are limited direct benefits to the private sector in reducing CAP emissions.
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19 districts) cooperating closely in the allocation and distribution of funds.
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20 efforts, and is partnering with ports in switching to clean trucks through shared cost arrangements to make upgrades more affordable (CRT, 2012)
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21 the development of the state freight plan" (U.S. Government, Section 1117, 2012)
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22 development and maintenance of air emissions inventories, as well as in the collection and monitoring of data regarding origins and destinations of truck traffic, volumes, congestion, journey time, reliability, and safety. Public- and private-sector stakeholders collect and monitor different metrics relating specifically to their particular mandate.
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From page 23... ...
23 based standard is technology-neutral and sets an upper limit for emissions originating from a source, whereas a technology- based standard dictates the specific control technology. It is considered that a performance-based approach can reduce regulatory rigidity and ease private-sector compliance while also supporting innovation (e.g., through technology forcing)
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From page 24... ...
24 Funding and financial incentives can reach where state regulation cannot. For example, the Texas Emissions Reduction Plan committed almost $20 million to the reduction of locomotive emissions in the Houston-Galveston area, which suffers from the most severe locomotive emissions and the highest ozone levels in the state, and expects to reduce NOx emissions by more than 3,300 tons at an average cost of $5,900 per ton (Scott, 2006)
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From page 25... ...
25 Positioned at the intersection of freight transportation modes, including ocean shipping, rail, and road, ports are able to exert influence over different emissions sources, including vessels, on-dock port equipment, and drayage trucks. Through partnerships, ports also may extend their reach beyond that of public-sector regulators (as evidenced through the PierPASS Program, for example)
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From page 26... ...
26 air pollution and GHG emissions reductions. The proposal is based on the eco-driving concept in Europe, focused on improving vehicle energy efficiency through driver behavior.
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27 have been established to help companies address sustainability and report on their progress. Some notable examples follow.
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From page 28... ...
28 on members' own internal research and tool development efforts, the Eco Index was developed to address the environmental impacts of the apparel supply chain and provide a common reference point for the industry. By 2011, OIA members had adopted the first version of the Eco Index and, in conjunction with SAC, began to develop a second version (scheduled to launch in October 2013)
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From page 29... ...
29 of which are pertinent to sustainability outcomes, adds further urgency to the need for consultation, cooperation, and partnerships between the public and private sectors. Proactive outreach and engagement of the private sector is required, beginning at the freight planning stage, continuing with decision making relating to infrastructure funding, and through the development of regulations.
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