What are some ways to reduce the use of diesel in logistics and distribution operations?

Diesel is a highly cost effective and energy dense fuel source which has served the logistics and distribution industry well for decades. However, due to its high carbon footprint, it has to be phased out if we want to achieve a low-carbon economy. Advances in engine and battery technologies have made the electrification of most freight handling equipment and vehicles possible - this provides the possibility of powering the equipment directly with renewable energy. Where electrification is not possible due to payload, design or use case issues, then alternative fuels could be considered. A variety of options are available, from lower-carbon fossil fuels such as LNG as well as hydrogen-based fuels such as methanol and ammonia.

From a decarbonisation viewpoint, the most sustainable form of energy is the energy that we do not use - zero operational carbon and zero embodied carbon. Thus, reducing the energy consumption needed for the same transportation work (i.e., optimisation and modal choices) is a higher order measure than reducing the carbon emissions incurred to meet the energy consumption (i.e., fuel switching). Some options to achieve this include: 1. Choosing an energy-efficient modal - such as sea freight over air freight where the business case allows. 2. Route and speed optimisation - something which is commonly practiced among shipping lines. 3. Right sizing of vehicles - meaning don't use a heavy truck to transport a single pallet of cargo.

Improving vehicle efficiency means reducing the energy expended for the same amount of work, often representing a no-regret move towards decarbonisation. Some of the approaches to achieve this: 1. Route optimisation 2. Speed optimisation 3. Minimizing resistance and energy wastage 4. Improving fuel to traction conversion rates Advancements in digitalisation & automation have greatly benefited [1] & [2], allowing real time optimisation of both the routing and vehicle speed, minimize braking and stopping which all contribute to improved fuel economy. For [3] & [4], they are based largely on the physical or chemistry based improvements, focusing on friction reduction or improving combustion of the fuel through use of additives.

Optimising available load capacity is one way to improve transportation emissions intensity, regardless of the mode of transportation or fuel type. Mathematically this is equivalent to a less than proportionate increase in fuel consumption as the loading factor scales towards capacity, as the fuel consumption due to the fixed loads (e.g., tare weight) is now spread over a larger quantity of cargo. Thus, strategic arrangement of cargoes to maximise load capacity and minimise empty / un-utilised space is an useful approach that can enhance vehicle utilisation and improve fuel and carbon efficiencies. Think of Ikea - their flat packing makes the transportation more efficient. Reference can be made to methodologies such as GLEC or NTM.

Solar PV installations are especially suited to logistics and distribution centric facilities, especially warehouse type of buildings which tend to have significant rooftop spaces available. As costs of solar PV installations continue to improve, against recent upticks in grid electricity prices (using Singapore as a reference point in my case) the decision to adopt them become no-regret decisions that pays for themselves within 6 - 7 years or less. The now fully paid-up PV installation would continue to generate carbon-free electricity and cost savings for the rest of its useful lifespan (note that solar PV panels typically last for 20 years or more, though some OPEX will be needed to replace the converters after about 10 years).

Hybridisation, or the combination of an electric motor with an internal combustion engine to move the vehicle or equipment is a tried and tested option that remains a useful option today. In certain scenarios, hybrid vehicles/equipment can cut fuel consumption by approximately 50%, particularly evident in the context of passenger vehicles. Although pursuing full electrification or transitioning to eco-friendly fuels represents ideal alternatives, hybridization emerges as a pragmatic solution. This approach is actively undergoing trials in challenging-to-address sectors like aviation and long-haul sea freight, where full electrification are not yet feasible.

Hybrid vehicle technology is better, when compared to traditional ICE vehicles, BUT it is still dependent on the combustion of fossil fuel. To phase out fossil fuel, we need real and practical and sustainable alternative bio-fuels (but not at expense of arable land or land for human settlement). This would also extend life of the millions of vehicles already on our roads, that stand to end up in the scrap yards. Increased Research and creation of new industries also provide job creation and is good way to continue to provide job alternatives to people affected by the sun-down industries. PLanet, PEople over profit.

1st- we need to realise that such industries are often time and cost sensitive. 2nd - Diesel, for all it's cons, at least was 'cheaper' and diesel technology more stable and provides more torque to power ratio for the long-haul vehicles, large vans and so on. Hence, on the most basic level - short of banning diesel sale and usage, the next best alternative is to develop Hybrid-Diesel+Electric options - this would not only reduce the overall volume of diesel consumed, with better efficiency, reduce on the air pollution and carbon emission. On the longer term - we need a viable 'green fuel' that still compatible with current diesel Vehicles. This would be the most cost effective method. At current technology going all EV is not Sustainable.

A tecnologia híbrida vai tomar seu espa?o e vai se tornar a melhor op??o. No Brasil isso já come?a a se tornar uma realidade, já existem muitos carros elétricos. O hidrogênio verde também vai ser uma op??o muito aceitável em nosso país.