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Transcript of TRT Trasporti e Territorio 1 Energy and Environmental Aspects of the Transport Policy Silvia Maffii...
TRTTrasporti
e Territorio
1
Energy and Environmental Aspects of the Transport Policy
Silvia MaffiiTRT Trasporti e Territorio Srl, Milan - Italy
Bruxelles, 11 December 2007
TRADE UNION VISION ON SUSTAINABLE TRANSPORT
TRANSPORT AND ENVIRONMENT & INFRASTRUCTURE FINANCING AND THE ROLE OF
THE STATES
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Key facts
• About one third of the final energy consumption in the EU-25 is related to transport (excluding maritime transport and pipelines)
• Road transport is by far the dominating sector consuming nearly 83% of the energy used for transport purposes.
• The transport market today is almost entirely (97%) dependent upon oil-based fuels and is responsible for about 70% of the final oil demand in the EU-25
• Transport sector contribute to EU overall GHG emissions (CO2, CH4, N2O) in the EU-27 for a 24,1%
• Transport contribution to air pollution is also significant
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Key facts
Absolute change of CO2 emissions by large key source categories 1990 to 2005 for EU-15.
in CO2 equivalents (Tg)
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Evolution of freight and passenger transport compared with growth in GDP, 1995-2004/5 (1995=100)
• GDP Growth 2,3 %
• Freight transport 2,8 %
• Passenger transport 1,8%
Trends in transport demand
Source: DG Energy and Transport, reported in Eurostat, Panorama of transport (2007)
The transport sector exhibited the highest growth in energy demand between 1990 and 2004 (2.0% per annum)
Improvements in fuel efficiency were offset by increases in passenger and freight transport demand
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Trends in transport demand
Relevance of urban areas
Half of the trips made by European citizens (per year and per capita) 5 km long.
About 75% of km travelled in EU conurbations are made by car and, on a daily basis, 60% of all kilometres travelled by car are made for trips within 30 km and 37% are made for covering distances within 10 km.
Passengers on regional and commuter railway trips represent by far the biggest share of all rail trips in Europe: they account for about 90% out of the total number of rail passengers (including long distance trips) and 50% of the total number of passenger kilometres per year
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6Source:ACEA European Automobile Industry Report
Technology innovation and increasing in energy efficiency have been remarkable but were not used to decrease energy consumptions: improved efficiency system have been compensated by a growth in traffic demand and by the increase of bigger and more powerful cars reported in the road
Innovation in vehicles technology
Passenger car weight trends
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According to DG TREN estimates the predominant role of the transport sector in final energy demand growth is projected to continue under baseline assumptions in the horizon to 2010 (1.4% annually) beyond 2010 the combined effect of decoupling and technological progress will lead to a deceleration (0.6% pa) and even a decline in 2020-2030 (-0.1% pa)
Energy consumption in the transport sector
2005 2010 2015 2020 2025 2030
Public road transport 7.0 7.0 6.7 6.3 5.8 5.3 Private cars and motorcycles 169.3 170.2 164.5 168.9 166.5 159.9 Trucks 119.8 135.6 148.4 156.8 162.4 164.4 Rail Transport 8.9 8.3 7.2 6.5 6.2 6.0 Aviation 50.0 54.2 57.5 60.8 58.9 60.3 Inland Waterways 5.6 5.8 6.0 6.2 6.3 6.4 Trans port sector 360.6 381.1 390.3 405.5 406.1 402.3
Source: European Energy and transport: trends to 2030 - update 2005 - PRIMES baseline scenario
Forecast of energy demand in transport in EU-25 in Mtoe
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Transport impact: GHG Emissions
Total domestic GHG emissions (CO2, CH4, N2O) in the EU-27 were 5,180 million tonnes (Mt) CO2-equivalents. Domestic transport accounted in the for 961 Mt, international aviation and maritime transport accounted for additional 285 Mt.
Road Transportation
896 Mt - 71.9%
Other Transportation10 Mt - 0.8% International
Aviation (bunker fuels)
124 Mt - 10.0%
Civil Aviation25 Mt - 2.0%
Navigation22 Mt - 1.8%
Railways8 Mt - 0.6%
International Maritime
(bunker fuels)161 Mt - 12.9%
Source: based on data from EC GHG inventory 1990-2005.
Contribution of each single transport-related category to the sector’s grand total (emissions from domestic transport and bunker fuels)
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Contribution of different modes
Emissions from road transportation 1990 - 2005
CO2 Emissions
23 2512 12
130
152
1912
117
7
34
19
93
19
120
0
20
40
60
80
100
120
140
160
AT BE DK FI FR DE GR IE IT LU NL PT ES SE GB
Tg
CO
2 eq
uiv
alen
ts
1990 2005
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Contribution of different modes
CO2 emissions from Aviation in EU-15 and new EU-12 Member States 1990-2005
0
20
40
60
80
100
120
140
160
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005
Mt C
O2
DomesticAviation newEU12
InternationalAviation newEU12
DomesticAviation EU15
InternationalAviation EU15
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Contribution of different modes
CO2 emissions from maritime transport in EU-15 and new EU-12 Member States 1990-2005
0
20
40
60
80
100
120
140
160
180
200
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005
Mt
CO
2
InternationalShipping NewEU12
InternationalShipping EU15
DomesticNavigationNew EU12
DomesticNavigationEU15
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Air pollutants emissions
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Policy actions
Potential measures for air pollutants and GHG emissions reduction in the transport sector canbe clustered according to their main characteristics, impacts, leverages, modes concerned...•Technological improvements (vehicles and fuels)•Pricing and taxation•Long distance travel •Liveable cities (urban policy)•Information Communication Technologies ICT•Eco-friendly behaviour •Logistics•Air and Maritime
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Technological improvement (Vehicle and fuels)
Policy actions
Reduction of CO2 emissions and fuel consumption
Compulsory targets for CO2 emissions of cars (120g/km) and vans (175 g/km) by 2012, also through Emission Trading Schemes for car manufacturers
Increase efficiency in automotive sector
Reduction of vehicle weight and resistance factors; efficiency requirements automobile air conditioning system
Labelling scheme for tyres Standards to measure tyre rolling resistance 2008 Labelling scheme of car fuels New CO2 labelling scheme for amended car fuels efficiency
directive (1999/94EC) R&D on efficient vehicles Support of project to develop more efficient vehicles Improved fuels Development of the second generation of biofuels and
alternative fuels able to reduce CO2 and air pollution emissions
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Pricing and taxation
Policy actions
Passenger cars taxes linked to CO2 emission levels Fiscal incentives to encourage the cleanest LDV classes
Road vehicles taxation reform
Inclusion of land transport in CO2 emissions trading Application of “Eurovignette” Directive (1999/62) and its amended version (Direct ive 2006/38/EC) Attention to congested corridor and sens ible areas (i.e. Alpine region)
Pricing Interurban Roads
Internalisation of external costs of transport Road pricing in urban areas Congestion pricing, value pricing, road tolls and HOV lanes Tradable mobility credits Tradable permit schemes among car drivers in urban areas
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Long distance travel (passengers and freight)
Policy actions
Rail interoperability Improving the seamless movement of trains across Europe, both on High Speed and conventional rail networks
Harmonised regulation systems Provide fair competition of rail operators across EU Rail efficiency Increase technical unit efficiency of rail Rail passenger services quality Stimulating rail usage by increasing the quality (ro lling
stock, ICT, ticketing, etc.) Intermodal facility for passengers
Develop service integration by mode (train, air, marit ime, road) and trip (long/short distance)
Intermodal facility for freight Intermodal loading units and freight integrators. Freight facility incentives to offset the capital costs of providing rail freight handling and operating facilities
Rail capacity Improve rail capacity by using advantage technology in key corridors (metropolitan areas) and rail bottlenecks
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Liveable cities (urban policy)
Policy actions
Improve public transport services
Systems providing high quality PT service and convenient Light Rail Transit on urban corridors
Regulation incentive effectiveness
Policy changes to encourage transport service competit ion, innovation and efficiency
Park&Ride facilities and access to PT
Providing convenient parking at transit and rideshare stations
Walking and cycle facilities Strategies for improving bicycle transport and walking conditions Develop car sharing and car pooling services as a substitute for private vehicle ownership and encourage ridesharing
Trasport Demand Management
Commuting and school travel planning that encourage more efficient transport mode (shift from car to public transport and environmental mode)
Integrated planning Land use, environmental and transport integration, reduction of urban sprawl, encourage the LEZ (Low Emission Zone)
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ICT (Information Communication Technology)
Eco-friendly behaviour
Policy actions
Real time and pre-trip informat ion
Real time road traffic and PT travel informat ion; travel planning systems to optimise use of combined modes of transport
Teleworking / teleconferencing Use of telecommunications as a substitute for business and commuter t ravels
Telebanking / teleshopping Use of telecommunications as a substitute for physical travel Research and Development Application and technology including Galileo programme
Eco-driving Strategies for improving driving behaviour, energy-efficiency and traffic safety among drivers
De-market ing of car Campaign to de-market cars to change public attitudes and develop environmental cert ification (ecolabels)
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Logistics
Air and Maritime
Policy actions
Logistic management (integrated supply chain)
Strategies to improve the efficiency of freight transport and storage
City logistics (freight distribution centres and regulation)
Strategies to improve the efficiency of freight distribution in urban areas
Increased load factor Strategies to optimise the load capacity of freight vehicles
Operation rules for ports Rules on pilotage, cargo handling, stevedoring Marco Polo Programme Modal shift, catalyst and common learn ing actions Vessel traffic monitoring Monitoring System to prevent illegal d ischarges at sea and
help in recognise ships and their environmental perfo rmances Single European sky Management of air traffic and thereby facilitate further cost
reductions and demand growth Environmentally differentiated charges at terminals
Differentiate terminal fees and charges according to the level of pollutants emitted/discharged and noise produced main ly by ships and aircrafts
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Policy packages
• ambitious fuel-efficiency targets
• improved emission standards for vehicles and fuels,
• the right price signal for all modes,
• supports to behavioural changes
The need of a consistent mix of policies
To reduce GHG, energy consumption and air pollution in the European transport sector a coordinated combination of individual policies is necessary
The policy mix should cover all modes of transport and should include
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Policy packages
Accompanying measures
Efficiency vehicles and
engine
Energy innovation
Taxation Pricing
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5. Policy packages and recommendations
Only one… Policy mix TaxationPricingAccompanying measures
Technologies vehicles and
fuels
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3. …. Critical issue
Recommendations
•Concentrate on the most critical areas•Give priorities to the short term policies•Increase fuel efficiency for all modes of transport •Get the prices right•Introduce innovative demand management measures •Support modal shift through pricing and soft measures•Induce a more efficient organisation through pricing policies and soft measures•Promote more responsible behaviour of road users
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3. …. Critical issue
• Urban areas (congestion, pollution, social impacts,…)
• Interurban corridors where intra EU and international trips take place
• Environmental sensible area (Alpin, Baltic See,….)
Source: European Environment Agency, 2006
PM10 Values in EU, 2004
Recommendations
Concentrate on the most critical areas
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Recommendations
Focus on increasing fuel efficiency for all modes of transport, especially air and road transport
Reduce the emission target for passenger car fleet to 120 g CO2 per vehicle kilometre by 2012 and to 100 by 2020 and extend such an approach to cover trucks, aircraft, vessel
Concentrate on policies that produce results in the short term, including incremental improvements of the current technologies, use of electric and hybrid vehicles, train, vessels
Increase fuel efficiency for all modes of transport
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Recommendations
Passengers and freight should face the full cost of travel and feel the consequence of their decision
General reform of taxation in the transport sector, clearly based on CO2 emission and other environmental emissions
Congestion charge in urban areas and congested corridors
Pricing and taxation policies designed to provide strong incentives to shift toward better performing vehicles in all transport modes (pay as you drive)
Get the prices right
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Recommendations
On the supply side through the introduction of the Carbon Allowance Reduction System (CARS)
Manufactures and importers will be required to pay financial penalties in proportion to any exceedance per car sold of the emissions limits, which may be offset by redeemable credits awarded to newly registered passenger cars of the same manufacturer with emission below the limit value curve
Introduce innovative measures based on the “emission trading” approach
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Recommendations
On the demand side through “tradable mobility credits” that are differentiated according to several dimensions like the vehicle type (size, emission class), but also the supply of alternative modes, which can be used both for private car driving in the tolled areas and for riding public transport.
Introduce innovative measures based on the “emission trading” approach
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Recommendations
Urban and metropolitan areas suffer of high levels of pollution and at the same time alternatives modes to private transport are already available (public transport, cycling, walking).
A combination of pricing policies (congestion charging) and improvements in the public transport supply can significantly reduce emissions, particularly if public transport service enhancements are achieved through short-term measures, fleet renewal, bus priority, information technologies etc.
Support modal shift through pricing policies and soft measures: passengers
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Recommendations
For long distance freight transport, truck-km charges have shown to be able to induce a process of rationalisation of distribution systems and logistics organisation, and thus to reduce distances optimise routing, load factors and occupancy rates
Induce a more efficient organisation through pricing policies and soft measures: freight
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Recommendations
Develop eco-drive procedure in the road transport sector (freight and passenger) to reduce emission and consumption
De marketing of cars, support to car sharing and car pooling initiatives, support to green logistics, promoting eco drive ITS are all soft measures that might play a highly positive role in strengthening the positive impacts of other hard measures and in some cases in mitigating the negative ones
Promote more responsible behaviour of road users
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Thank you
Silvia Maffii
TRT Trasporti e Territorio Srl, Milan