Developing short sea shipping transportation chains at Helsinki-Tallinn route

Short sea shipping is an important part of the European economy and an alternative to road transport of goods in Europe. It represents an intermodal transport combination of sea and land on a Door-to-Door basis, and it aims to develop more sustainable transport network with the least negative impacts by the transport modes. This Master’s thesis addresses the development of short sea shipping transportation chains at Helsinki-Tallinn route. The Master´s thesis explores the development of short sea shipping at Helsinki-Tallinn route by analyzing the shipping costs per unit transported by different ship types and sizes between port of Helsinki-Vuosaari harbour and port of Tallinn-Muuga harbour, and examining the possibility of Ro-Ro traffic as well. The study is qualitative-quantitative method and it is based on a case study, data is collected from secondary and primary sources, and mixed methods analysis is used to implement the interviews and observations results with the databases analysis. In the thesis factors affecting on short sea shipping are explored and analyzed, also the possibility of Ro-Ro shipping is examined, by comparing the shipping cost and the environmental impact of different ships like container ships, Ropax, and CONRO ships. The finding of this research shows the importance of time at port and utilization as a shipping cost determinants, the relationship between ship type and costing, and the possibility of Ro-Ro shipping.

Tuulipuistorakentamisen ympäristövaikutusten arvioiminen kaavoitus- ja lupaprosesseissa sekä prosessien kehittäminen

Tutkielman tavoitteena on toimia katsauksena siitä, minkä kaltainen kokonaisprosessi tuulipuistohankkeiden ympäristövaikutusten arviointi Suomessa tällä hetkellä on. Käsiteltävät lupa- ja kaavoitusprosessit ovat ennen hankkeen varsinaista rakennustyötä tehtäviä selvityksiä. Näiden asioiden tarkasteleminen on tärkeää, koska on arvioitu, että Suomessa on huomattava määrä tuulivoimahankkeita jumissa hallinnollisten esteiden takia. Eri prosesseja on selvitetty viranomaisille tarkoitettujen oppaiden ja ohjeiden avulla. Selvityksistä huomataan, että eri prosesseissa tarkasteltavat asiat ovat välttämättömiä, mutta niiden muodostama kokonaisprosessi on kankea ja hidas. Tutkielmassa on ehdotuksia siitä, miten kokonaisprosessia voidaan parantaa. Lisäksi parannusehdotuksia on esitetty muutamalle yksittäiselle selvitysprosessille. Parannusehdotukset perustuvat Ruotsissa ja Tanskassa käytettävien prosessien eroavaisuuksiin Suomen vastaaviin nähden sekä työn tekijän omiin huomioihin.

Carbon footprint of recycled paper

Industrial production of pulp and paper is an intensive consumer of energy, natural resources, and chemicals that result in a big carbon footprint of the final product. At present companies and industries aspire to calculate their gas emissions into the atmosphere in order to afterwards reduce atmospheric contamination. One of the approaches allowing to increase carbon burden from the pulp and paper manufacture is paper recycling. The general purpose of the current paper is to establish methods of quantifying and minimizing the carbon footprint of paper. The first target of this research is to derive a mathematical relationship between virgin fibre requirements with respect to the amount of recycled paper used in the pulp. One more purpose is to establish a model to be used to clarify the contribution of recycling and transportation to decreasing carbon dioxide emissions. For this study sensitivity analysis is used to investigate the robustness of obtained results. The results of the present study show that an increasing of recycling rate does not always lead to minimizing the carbon footprint. Additionally, we derived that transportation of waste paper throughout distances longer than 5800 km has no sense because the use of that paper will only increase carbon dioxide emissions and it is better to reject recycling at all. Finally, we designed the model for organization of a new supply chain of paper product to a customer. The models were implemented as reusable MATLAB frameworks.

The feasibility of torrefaction for the co-firing of wood in pulverised-fuel boilers

Torrefaction is the partial pyrolysis of wood characterised by thermal degradation of predominantly hemicellulose under inert atmosphere. Torrefaction can be likened to coffee roasting but with wood in place of beans. This relatively new process concept makes wood more like coal. Torrefaction has attracted interest because it potentially enables higher rates of co-firing in existing pulverised-coal power plants and hence greater net CO2 emission reductions. Academic and entrepreneurial interest in torrefaction has sky rocketed in the last decade. Research output has focused on the many aspects of torrefaction – from detailed chemical changes in feedstock to globally-optimised production and supply scenarios with which to sustain EU emission-cutting directives. However, despite its seemingly simple concept, torrefaction has retained a somewhat mysterious standing. Why hasn’t torrefied pellet production become fully commercialised? The question is one of feasibility. This thesis addresses this question. Herein, the feasibility of torrefaction in co-firing applications is approached from three directions. Firstly, the natural limitations imposed by the structure of wood are assessed. Secondly, the environmental impact of production and use of torrefied fuel is evaluated and thirdly, economic feasibility is assessed based on the state of the art of pellet making. The conclusions reached in these domains are as follows. Modification of wood’s chemical structure is limited by its naturally existing constituents. Consequently, key properties of wood with regards to its potential as a co-firing fuel have a finite range. The most ideal benefits gained from wood torrefaction cannot all be realised simultaneously in a single process or product. Although torrefaction at elevated pressure may enhance some properties of torrefied wood, high-energy torrefaction yields are achieved at the expense of other key properties such as heating value, grindability, equilibrium moisture content and the ability to pelletise torrefied wood. Moreover, pelletisation of even moderately torrefied fuels is challenging and achieving a standard level of pellet durability, as required by international standards, is not trivial. Despite a reduced moisture content, brief exposure of torrefied pellets to water from rainfall or emersion results in a high level of moisture retention. Based on the above findings, torrefied pellets are an optimised product. Assessment of energy and CO2-equivalent emission balance indicates that there is no environmental barrier to production and use of torrefied pellets in co-firing. A long product transport distance, however, is necessary in order for emission benefits to exceed those of conventional pellets. Substantial CO2 emission reductions appear possible with this fuel if laboratory milling results carry over to industrial scales for direct co-firing. From demonstrated state-of-the-art pellet properties, however, the economic feasibility of torrefied pellet production falls short of conventional pellets primarily due to the larger capital investment required for production. If the capital investment for torrefied pellet production can be reduced significantly or if the pellet-making issues can be resolved, the two production processes could be economically comparable. In this scenario, however, transatlantic shipping distances and a dry fuel are likely necessary for production to be viable. Based on demonstrated pellet properties to date, environmental aspects and production economics, it is concluded that torrefied pellets do not warrant investment at this time. However, from the presented results, the course of future research in this field is clear.

Ympäristöjohtaminen tienrakennushankkeessa

Tässä diplomityössä tutkittiin tienrakentamisen aikaista ympäristöjohtamista. Työn tavoitteena oli arvioida jo toteutuneen infrastruktuuriprojektin rakentamisen aikaisen ympäristöjohtamisen onnistumista, verrata toteutunutta ympäristöjohtamista standardiin SFS-EN ISO 14001 ja löytää standardin avulla kehitysehdotukset vastaavanlaisten projektien toteuttamisen aikaiseen ympäristöjohtamiseen tulevaisuudessa. Työ toteutettiin tutkimalla esimerkkiprojektin ympäristönsuojelulle ja ympäristövaikutusten seurannalle tehtyjä suunnitelmia, projektin rakentamisen aikana koottua laatuaineistoa, projektin aikana pidettyjä kokouksia ja tiedotustilaisuuksia sekä haastattelemalla projektin ympäristöjohtamisen toteutuksen kannalta avainhenkilöitä. Tutkimuksessa havaittiin, että jos projektijohto hyödyntäisi ISO 14001 standardia ym-päristöjohtamisensa perustana vastaavanlaisissa tienrakennusprojekteissa, pystyisi se kehittämään projektin urakoitsijoiden hankintavaihetta, projektin aikaista sisäistä ja ulkoista viestintää sekä projektinjohdon toteuttamaa laadunvalvontaa projektin aikana. ISO 14001 standardin hyödyntäminen projektin toteuttamisen aikaisessa ympäristöjoh-tamisessa vaatisi projektin ylimmän johdon sitoutumista standardin noudattamiseen. Ympäristöjohtaminen tulee implementoida osaksi projektijohtamista ja sen toimijoilla tulee olla konkreettista vaikutusvaltaa projektin toimintaan. Projektijohdon sitoutuminen standardin mukaisuuteen antaa puitteet ja käytännöt sekä vaatia että valvoa projektin toimijoiden ympäristönsuojelun toteutumista, raportointia ja viestintää.

Mineraalien rikastusprosessin vesijalanjälki

Mineraalien rikastamiseen käytetään useita fysikaalisia ja kemiallisia menetelmiä. Prosessi sisältää malmin hienonnuksen, rikastuksen ja lopuksi vedenpoistamisen rikastelietteestä. Malmin rikastamiseen käytetään muun muassa vaahdotusta, liuotusta, magneettista rikastusta ja tiheyseroihin perustuvia rikastusmenetelmiä. Rikastuslietteestä voidaan poistaa vettä sakeuttamalla ja suodattamalla. Rikastusprosessin ympäristövaikutuksia voidaan arvioida laskemalla tuotteen vesijalanjälki, joka kertoo valmistamiseen kulutetun veden määrän. Tässä kirjallisuustyössä esiteltiin mineraalien käsittelymenetelmiä sekä prosessijätevesien puhdistusmenetelmiä. Kirjallisuuslähteiden pohjalta selvitettiin Pyhäsalmen kaivoksella valmistetun kuparianodin vesijalanjälki sekä esitettiin menetelmiä, joilla prosessiin tarvittavan raakaveden kulutusta voitaisiin vähentää. Pyhäsalmella kuparirikasteesta valmistetun kuparianodin vesijalanjälki on 240 litraa H2O ekvivalenttia tuotettua tonnia kohden. Pyhäsalmen prosessin raakaveden kulutusta voidaan vähentää lisäämällä sisäistä vedenkierrätystä. Kalsiumsulfaatin saostuminen putkiin ja pumppuihin on ilmentynyt ongelmaksi vedenkierrätyksen lisäämisessä. Kalsiumsulfaattia voidaan erottaa vedestä membraaneihin, ioninvaihtoon ja sähkökemiaan perustuvilla tekniikoilla. Vaihtoehdossa, jossa johdetaan kaikista kolmesta vaahdotuksesta saatavat rikastuslietteen ja rikastushiekan sakeutuksien ylitteet sekä suodatuksien suodosvedet samaan vedenkäsittelyyn voidaan kattaa arviolta noin 65 % koko veden tarpeesta. Raakavettä säästetään vuodessa 3,4 Mm^3 ja samalla rikastushiekka-altaiden tarvittava koko pienenee, joka vähentää ympäristöriskejä.

Optimal Recycling Combination of Ash in South-East Finland

The present world energy production is heavily relying on the combustion of solid fuels like coals, peat, biomass, municipal solid waste, whereas the share of renewable fuels is anticipated to increase in the future to mitigate climate change. In Finland, peat and wood are widely used for energy production. In any case, the combustion of solid fuels results in generation of several types of thermal conversion residues, such as bottom ash, fly ash, and boiler slag. The predominant residue type is determined by the incineration technology applied, while its composition is primarily relevant to the composition of fuels combusted. An extensive research has been conducted on technical suitability of ash for multiple recycling methods. Most of attention was drawn to the recycling of the coal combustion residues, as coal is the primary solid fuel consumed globally. The recycling methods of coal residues include utilization in a cement industry, in concrete manufacturing, and mine backfilling, to name few. Biomass combustion residues were also studied to some extent with forest fertilization, road construction, and road stabilization being the predominant utilization options. Lastly, residues form municipal solid waste incineration attracted more attention recently following the growing number of waste incineration plants globally. The recycling methods of waste incineration residues are the most limited due to its hazardous nature and varying composition, and include, among others, landfill construction, road construction, mine backfilling. In the study, environmental and economic aspects of multiple recycling options of thermal conversion residues generated within a case-study area were studied. The case-study area was South-East Finland. The environmental analysis was performed using an internationally recognized methodology — life cycle assessment. Economic assessment was conducted applying a widely used methodology — cost-benefit analysis. Finally, the results of the analyses were combined to enable easier comparison of the recycling methods. The recycling methods included the use of ash in forest fertilization, road construction, road stabilization, and landfill construction. Ash landfilling was set as a baseline scenario. Quantitative data about the amounts of ash generated and its composition was obtained from companies, their environmental reports, technical reports and other previously published literature. Overall, the amount of ash in the case-study area was 101 700 t. However, the data about 58 400 t of fly ash and 35 100 t of bottom ash and boiler slag were included in the study due to lack of data about leaching of heavy metals in some cases. The recycling methods were modelled according to the scientific studies published previously. Overall, the results of the study indicated that ash utilization for fertilization and neutralization of 17 600 ha of forest was the most economically beneficial method, which resulted in the net present value increase by 58% compared to ash landfilling. Regarding the environmental impact, the use of ash in the construction of 11 km of roads was the most attractive method with decreased environmental impact of 13% compared to ash landfilling. The least preferred method was the use of ash for landfill construction since it only enabled 11% increase of net present value, while inducing additional 1% of negative impact on the environment. Therefore, a following recycling route was proposed in the study. Where possible and legally acceptable, recycle fly and bottom ash for forest fertilization, which has strictest requirements out of all studied methods. If the quality of fly ash is not suitable for forest fertilization, then it should be utilized, first, in paved road construction, second, in road stabilization. Bottom ash not suitable for forest fertilization, as well as boiler slag, should be used in landfill construction. Landfilling should only be practiced when recycling by either of the methods is not possible due to legal requirements or there is not enough demand on the market. Current demand on ash and possible changes in the future were assessed in the study. Currently, the area of forest fertilized in the case-study are is only 451 ha, whereas about 17 600 ha of forest could be fertilized with ash generated in the region. Provided that the average forest fertilizing values in Finland are higher and the area treated with fellings is about 40 000 ha, the amount of ash utilized in forest fertilization could be increased. Regarding road construction, no new projects launched by the Center of Economic Development, Transport and the Environment in the case-study area were identified. A potential application can be found in the construction of private roads. However, no centralized data about such projects is available. The use of ash in stabilization of forest roads is not expected to increased in the future with a current downwards trend in the length of forest roads built. Finally, the use of ash in landfill construction is not a promising option due to the reducing number of landfills in operation in Finland.