TRANSPHORM. Deliverable D1.3.1, type R

Transcription

1 !! TRANSPHORM Transport related Air Pollution and Health impacts!" Integrated Methodologies for Assessing Particulate Matter Collaborative Project, Large-scale Integrating Project SEVENTH FRAMEWORK PROGRAMME ENV Transport related air pollution and health impacts Deliverable D1.3.1, type R Transport activity inventory for case-study cities Due date of deliverable: project month 22 Actual submission date: project month 28 Start date of project: 1 January 2010 Duration: 48 months Organisation name of lead contractor for this deliverable: Scientist responsible for this deliverable: TML Isaak Yperman Revision: [0]

2 D1.1.1 TRANSPHORM Deliverable Contents 1 Introduction 5 2 Data sources 6 3 Parameterization and disaggregation of transport activity 9 4 Database of transport activity for the city of Rotterdam Road Traffic data Rotterdam Spatial disaggregation Parameterization of traffic activity Disaggregation by vehicle category Disaggregation by vehicle type (Vehicle fleet composition) Temporal profiles Extensions to other years Data for other transport modes Rotterdam Spatial disaggregation Parameterization of traffic activity Disaggregation by vehicle category Disaggregation by vehicle type (Vehicle fleet composition) Temporal profiles Extensions to other years Modal shares passenger transport Rotterdam 18 5 Database of transport activity for the city of Oslo Road Traffic data Oslo Spatial disaggregation Parameterization of traffic activity Disaggregation by vehicle category Disaggregation by vehicle type (Vehicle fleet composition) Temporal profiles Extensions to other years Data for other transport modes Oslo Spatial disaggregation Parameterization of traffic activity Disaggregation by vehicle category 25 2 of 48

3 Deliverable TRANSPHORM D Disaggregation by vehicle type (Vehicle fleet composition) Temporal profiles Extensions to other years Modal shares passenger transport Rotterdam 27 6 Database of transport activity for the city of Helsinki Road Traffic data Helsinki Spatial disaggregation Parameterization of traffic activity Disaggregation by vehicle category Disaggregation by vehicle type (Vehicle fleet composition) Temporal profiles Extensions to other years Data for other transport modes Helsinki Spatial disaggregation Parameterization of traffic activity Disaggregation by vehicle category Disaggregation by vehicle type (Vehicle fleet composition) Temporal profiles Extensions to other years Modal shares passenger transport Rotterdam 35 7 Database of transport activity for the city of London Road Traffic data London Spatial disaggregation Parameterization of traffic activity Disaggregation by vehicle category Disaggregation by vehicle type (Vehicle fleet composition) Temporal profiles Extensions to other years Data for other transport modes London Spatial disaggregation Parameterization of traffic activity Disaggregation by vehicle category Disaggregation by vehicle type (Vehicle fleet composition) Temporal profiles Extensions to other years Modal shares passenger transport Rotterdam 43 8 Usefulness of traffic activity data 45 3 of 48

4 D1.1.1 TRANSPHORM Deliverable 9 Conclusions References 46 4 of 48

5 Deliverable TRANSPHORM D1.1.1 T ransport activity inventory for case-study cities Author: dr. ir. Isaak Yperman 1 1 Transport & Mobility Leuven REMARK: This is a provisional version of D The city of Athens is not yet considered. A transport activity database for Athens will be included when the appropriate data become available. Additional data for other case-study cities will also be included in the final version of D1.3.1 when they become available during the project. The database of Transport Activity will move from its temporary location ( to the TRANSPHORM website. 1 Deliverable D1.3.1 concerns the collection of detailed traffic activity data for selected TRANSPHORM case-study cities: Rotterdam, Oslo, Helsinki, London and Athens. A database of transport activity is constructed for these case- s set up, which is illustrated by data from the city of Rotterdam. Deliverable D1.3.1 extends this database to all other TRANSPHORM case-study cities. The database of transport activity includes data for base year 2005 and future years 2020 and Where possible, data from 1990 to 2030 (every 5 years) are included as well. The traffic activity database will be used for different purposes: (i) (ii) Transport activity data are combined with improved emission factors to allow for the construction of an improved emission baseline for the core cities. This is done in D1.3.5 of Work Package 1.3. Transport activity data are also used as an input for the analysis of policies and measures in Work Package 5.2 of Sub-Project 5. In consideration of these purposes, traffic activity data are requested from the cities. The requested data include: For base year 2005 and future years 2020 and 2030: GIS network of roads, railways, inland waterways, ports, airports (spatial resolution: as detailed as possible/available) For all links (roads / railways / inland waterways) in this GIS network: o traffic volumes per vehicle category o traffic speeds per vehicle category o capacities o speed limits o link types o link lengths Vehicle categories as detailed as available (ideally: slow mode, moped, motorcycle, car, van, bus, light duty truck <3.5T, heavy duty truck 3.5T 7.5T 16T 32T, metro, tram, passenger train, freight train, plane, inland ship, maritime ship) 5 of 48

6 D1.1.1 TRANSPHORM Deliverable For ports / airports: traffic volumes per vehicle category Composition of vehicle fleet, vehicle stocks per age class and technology Time resolution as detailed as available (e.g. per typical (peak or off-peak) hour, per typical day, per year) Not all of these data are available for the case-study cities. The analysis of traffic activity includes verification of data availability. Furthermore, we analyse whether the available data can be used as a basis i) to construct emission inventories and ii) to analyse policies and measures. Section 2 describes the data sources that are used to compose the city databases. In Section 3, the parameterization and disaggregation of transport activity is discussed. Sections 4, 5, 6 and 7 present the databases of transport activity for the cities of Rotterdam, Oslo, Helsinki and London. Section 8 describes how traffic activity data can be used within TRANSPHORM. Conclusions are formulated in Section 9. 2 Inventories of transport activity will primarily be based on above-mentioned data requests from the cities. However, not all of the requested data are available for all case-study cities. To supply this deficiency, data from the TREMOVE transport model are used as a secondary source. TREMOVE is a policy assessment model that provides transport activity data on the national level. Activity data include vehicle fleet composition and activity forecasts until The model has been developed by Transport & Mobility Leuven within a service contract for the European Commission, DG Environment (De Ceuster et al. (2007)). For the purpose of TRANSPHORM, we develop a new version of TREMOVE (TREMOVE v3.5), where recent transport demand estimates of the PRIMES energy model (Caprus et al. (2010)) are taken as an input. In its reference scenarios up to 2030, TREMOVE v3.5 accounts for the 2011 white paper transport policies ( TREMOVE v3.5 forecasts Forecasts of transport activity towards 2020 and 2030 in TREMOVE v3.5 are in line with the recently published PRIMES model results (Caprus et al. (2010)), where new estimates for transport activity on the national level are given for years 1990 to Estimates of traffic activities in the past (up to 2005) are based on national measurements. Projections of future activities (from 2010 onwards) are based on expected demographic and socio-economic evolutions. The transport demand in TREMOVE is calibrated to match the PRIMES demand data for years 2005, 2010, 2020 and Policies from the 2011 white paper on transport are also included in the TREMOVE v3.5 forecasts towards 2020 and Table 1 gives an overview of the different policies and how they are implemented in TREMOVE v of 48

7 Deliverable TRANSPHORM D1.1.1 Table 1: Implementation in T R E M O V E v3.5 of the 2011 white paper transport policies Mode Vehicle type Policy Period Area of application / Level Implementation in TREMOVE Fuel all (1) all Directive 2003/30/EC and Directive 2009/28/EC on the promotion of renewable energy By 2010: 5.75% share of renewable energy in the transport sector. By 2020: Minimum 10% share of renewables in transport in each Member State. Share of biofuels in motor fuels and in different modes set according to PRIMES assumptions. Fuel all (2) All Fuel quality Directives 98/70/EC 2009/30/EC Art 4: concerns sulphur content in diesel fuel for non-road mobile machinery, including inland waterway vessels (<1000 mg/kg by 2008; 20 mg/kg by 2011). For rail vehicles, sulphur can be kept at 1000 mg/kg. Art 7a: Life cycle greenhouse gas emissions from fuel to be reduced by suppliers by 10% by 2020: 1. 6% from the use of biofuels and alternative fuels and reductions in flaring and venting at production site. 2. 2% from carbon and storage technologies, electric vehicles 3. 2% in purchase of Credits under the Clean Development Mechanism In the reference scenario, the 6% reduction is considered. SOx emissions: emission factors adapted according to the new sulphur content obligation. Well-to-wheel greenhouse gas emissionsn of fuels gradually reduced by 6% by 2020 compared to the current average value (value kept constant after 2020). This takes also into account the assumption on biofuel penetration to avoid double-countring. Remark: requirements in Directive 98/70/EC were already taken into account in TREMOVE2.7 Transport pricing and taxation Transport pricing and taxation Transport infrastructure road (3) road freight and passenger transport road (4) all Eurovignette (amendment 2006/38/EC) on road infrastructure charging Energy Taxation Directive2003/96/EC all (5) all TEN network Country / road segment level: charges according to real external costs of specific vehicle types using certain parts of the network Assumed current level of internalization through fuel taxes and existing infrastrcture charges (tolls or vignettes) where applicable. Fuel tax levels per member state according to 2003 Directive. Countries currently below the Used as an input to transport foreseen minimum levels are modelled as demand calculations in reaching minimum levels according to the plan in TRANSTOOLS. the 2003 IA. Countries over minimum level Fuel resource cost and fuel tax remain at current levels (see assumptions also reflected in TREMOVE through the vehicle ocuments/taxation/excise_duties/energy_product sales logit. s/rates/excise_duties-part_ii_energy_productsen.pdf) Improvement of current networks Addition of new road and rail links Taken into account through the transport activity projection Emissions and fuel efficiency road (6) HDV and busses Euro V and Euro VI Emission limits set by Euro V and EuroVI regulation Emission factors set in accordance to emission limits Emissions and fuel efficiency Emissions and fuel efficiency road (7) cars and LDVs road (8) cars Euro 6 (Regulation n 715/2007) Binding CO 2 emission targets for cars NOx, PM emission limits for new cars to be met from 2015 onwards 2015: 135 g CO 2 /km; g CO2/km : 95 g CO2/km This is to be achieved with vehicle motor technology improvement and additional measures (Low resistance tyres and labelling; low viscosity liquids) - see measure (10) Emission factors set in accordance to emission limits Between 2012 and 2020: Extra strong downsizing without learning is assumed (abatement cost data used accordingly) Emissions and fuel efficiency road (9) vans Binding CO 2 emission targets for vans : 181 g CO2/km; 2016: 175 g CO2/km; : 135 g CO2/km Between 2012 and 2020: Extra strong downsizing without learning is assumed (abatement cost data used accordingly) 7 of 48

8 D1.1.1 TRANSPHORM Deliverable Emissions and fuel efficiency Emissions and fuel efficiency road (10) road (11) cars, vans and HDVs Cars, vans, busses, HDV Low rolling resistance tyres and low viscositty liquids, tyre labelling Directive on the Promotion of Clean and Energy Efficient Road Transport Vehicles Concerning passenger cars, this measure is one of the additional measures contributing to reaching the binding CO2 emission targets (see Energy efficiency adjusted. measure (8)). It is assumed to resulting in 10 g CO2/km reduction per new vehicles, achieving the 95g CO2/km level in Total annual vehicle procurement by public authorities has been estimated to be in the order of passenger cars, light For busses, energy efficiency and commercial vehicles, lorries and emission factors adjusted based buses for the EU. The expected effect is the on the corresponding share of biggest for busses as the corresponding market concerned vehicles share represents one third of total sales (below 1% for cars, around 6% for vans and lorries). Emissions and fuel efficiency road (12) HDV HDV autonomous fuel efficiency improvement Yearly 1% Improvement of (ACEA estimate) Energy efficiency adjusted for trucks Emissions and fuel efficiency rail (13) diesel trains Emission standards for diesel trains (UIC Stage IIIA) Emission factors set in accordance to emission limits Emissions and fuel efficiency aviation (14) airplanes ICAO Chapters 3 (emissions) from NOx and CO emission standards for airplanes 2007 built after onwards Updated emission factors from EXTREMIS database ( Emissions and fuel efficiency Emissions and fuel efficiency Emissions and fuel efficiency aviation (15) airplanes Inclusion of aviation in the EU Emission Trading System (Directive 2008/101/EC) aviation (16) airplanes Single European Sky maritime (17) all modes MARPOL regulation (Annex VI) Other rail (18) freight Other rail (19) all Other maritime (20) freight Directive on inland transport of dangerous goods 2008/68/EC Liberalisation: 3rd railway package (gradual opening up of international rail services to competition) Port state control Directive 2009/16/EC from 2012 onwards Operators will be included in the ETS and will have to participate in auctions in order to purchase allowances for CO2 emissions. In practice, this will lead into operators paying the carbon allowance market price for the CO2 they emit. from 2012 Improved utilisation of airspace and flight paths onwards Effect on aviation transport costs reflected in TREMOVE Decrease of fuel consumption, emissions and ticket prices by 5% For NOx - From 2010 all ships (new and existing) compliant with TIER I - From 2011 TIER II for all new ships - From 2016 TIER III for all new ships operating Updated emission factors from EXTREMIS database For SOx ( (sulphur emission controlled area) - From 2020 on 0.5%S fuel equivalent in non On certain commodity groups (oil and oil products, chemicals) No significant impact Although a price decrease is expected under a non-monopolistic market, the competition is expected to remain moderate in most cases. No 2% decrease in rail passenger steep price drops should thus be expected. A 2% costs after 2010 discount on user prices is assumed compared to the scenario without liberalisation. Indirectly taken into account in the transport activity projection TREMOVE v3.5 vehicle technologies The splits of activity data over different vehicle technologies according to vehicle-kilometer in TREMOVE v3.5 is based on data from the FLEETS project (FLEETS (2008)) (and TREMOD for Germany) for road, and on the EX-TREMIS project (EX_TREMIS (2008)) for rail and shipping. Data existed for most countries and vehicle categories from year 1990 to The most recent vehicle technologies are included (Euro 6). No future technologies are included. No electric cars are included. The road traffic vehicle fleet evolution is modelled in TREMOVE using a classic scrap-and-sales approach. Each year scrap rates are applied to estimate the number of scrapped vehicles. Total vehicle sales per vehicle category then can be derived by comparing remaining vehicle stock to the stock needed to satisfy transport demands. The following step then is to disaggregate total sales by mode into sales by vehicle type and technology. 8 of 48

9 Deliverable TRANSPHORM D1.1.1 For cars, motorcycles, vans, light duty trucks and buses the disaggregation by vehicle type is performed using a discrete choice (multinomial) logit model. The logit models have been calibrated on (mainly) data from COWI, EUROSTAT and ACEA. More information can be found in TREMOVE (De Ceuster et al. (2007)). The rail traffic vehicle fleet evolution is modelled using a classic scrap-and-sales approach. The train sales disaggregation is based upon exogenous inputs. Sale shares for trains have been determined such that the evolution of the train fleet is consistent with the long-term trends in the TRENDS database. For shipping, TREMOVE distinguishes 21 inland waterway vessel types, classified according to size and freight category. The model does not include an explicit scrap-and-sales model for vessels. Instead, shares of different vessel types in total transport are exogenous. However, the model includes a module for the simulation of engine replacements/maintenance, retrofit of after-treatment equipment and alternative fuel quality standards. The baseline fleet composition forecast for the 21 vessel types in TREMOVE is based upon detailed Dutch statistics (CBS4) and predictions (AVV5) on domestic and international movements. For aviation, a further disaggregation by vehicle type is not available. TREMOVE v3.5 model regions Transport activities in each country in TREMOVE v3.5 are allocated to 3 model regions: one metropolitan city, an aggregate of all other cities into an urban area and an aggregate of all non-urban areas. The split of the transport volumes between the zones is based on the SCENES model results (SCENES (2001)). In many countries, the SCENES zones are large and a zone containing a city such as Madrid can also include a great deal of non-urban land and transport activity. To split each NUTS II zone into an urban and non-urban part, population information from the NUTS III level has been used For the considered TRANSPHORM case-study cities, we will use TREMOVE v3.5 region results. 3 Transport activity in its general sense refers to activities for all vehicles in a particular region during a particular time. Activities are typically expressed in terms of vehicle kilometres (vkm), passenger kilometres (pkm), or ton kilometres (tkm). Other parameters to characterize transport activity are Transport activity can be disaggregated by vehicle category and by vehicle type. A certain disaggregation by time and by space is common as well. In order for the database of transport activity to be a useful input for the emission baseline and for the analysis of policies and measures, the parameterization and the level of disaggregation of traffic activity should meet certain criteria: Since emission factors are a function of transport activity, the parameters of transport activity need to be in accordance with the emission factor variables. Traffic activity data are combined with emission factors to construct an emission inventory for the core cities (cf. D1.3.5). The level of disaggregation of traffic activity should allow for the construction of the emission baseline at its required level of detail. The level of disaggregation should also allow for a proper analysis of policies and measures. For a description on how exactly the activity data are used as a basis i) to construct emission inventories and ii) to analyse policies and measures, we refer to D1.3.5 and WP5.2 respectively. In the 9 of 48

10 D1.1.1 TRANSPHORM Deliverable remainder of this Deliverable D1.3.1, we give an overview of the available data for the case-study cities and we analyse for which purposes these data can be used. 4 Since data availability for road transport significantly differs from data availability for other transport modes, both are discussed separately below. 4.1 Road Traffic data Rotterdam The database of traffic activity for the city of Rotterdam can be found on The contents of the database is discussed in following Sections Spatial disaggregation A GIS network of roads is available for the city of Rotterdam. The network includes two GIS-layers HWNyyyy.shp OWNyyyy.shp - Road Traffic Activity Rotterdam yyyy networks consist of links that represent the most important roads in the city. Figure 1 depicts the geographical layout of the GIS road networks for highways (indicated in yellow) and underlying roads (indicated in red). Figure 1: G IS road networks (highways and underlying roads) for the city of Rotterdam The GIS networks cover all important roads in the city. Traffic activity on the remaining streets is not explicitly modelled. Emissions and concentrations from activities on these remaining streets are modelled as background concentrations. HWNyyyy.dbfOWNyyyy.dbf-Road Traffic Activity Rotterdam yyyy - and end-coordinates, For all network links, information on traffic activity is available as explained in the Sections below. 10 of 48

11 Deliverable TRANSPHORM D Parameterization of traffic activity Road traffic activity for the city of Rotterdam is characterized by following parameters: For each link: Amount of vehicles per day per vehicle category (see also next Section) Speeds and maximum speeds per vehicle category HWNyyyy.dbf - Road Traffic Activity Rotterdam yyyy speeds: OWNyyyy.dbf-Road Traffic Activity Rotterdam yyyyimum speeds and typical speed duty vehicles duty vehicles -30 km/h peed < 15 km/h (congested traffic) -45 km/h Disaggregation by vehicle category Transport activity data are disaggregated by vehicle category. The considered vehicle categories for road traffic are as follows: Motorcycle Car Van Light Duty Truck Heavy Duty Truck Bus HWNyyyy.dbfOWNyyyy.dbf-Road Traffic Activity Rotterdam yyyyation for vehicle categories: OWNyyyy.dbf icles per day for light traffic (cars & motorcycles) cles per day for medium weight traffic (Light Duty Trucks & Vans) icles per day for heavy traffic (Heavy Duty Trucks) HWNyyyy.dbf "Pv" = Amount of vehicles per day for passenger traffic (cars and motorcycles) 11 of 48

12 D1.1.1 TRANSPHORM Deliverable "Mv" = Amount of vehicles per day for medium weight traffic (Light Duty Trucks, Vans, Coaches) "Zv" = Amount of vehicles per day for heavy traffic (Heavy Duty Trucks) Disaggregation by vehicle type (Vehicle fleet composition) Traffic activity data for different vehicle categories can be further disaggregated by vehicle type, vehicle technology and vehicle age. For the city of Rotterdam, specific data on the vehicle fleet composition are not available. Therefore, we apply national fleet composition data of the Netherlands to the city of Rotterdam. Data are taken from the TREMOVE v3.5 model (cf. Section 2), where a detailed modelling and forecasting of the vehicle fleet for each vehicle category is included. Traffic activity per vehicle type and Vehicle Fleet Composition Rotterdam.xlsx of database- Vehicle Fleet Composition Rotterdam Table 2 represents vehicle fleet data (proportion of vehicle-kilometres per category) for cars. The other vehicle categories are also included in the database. 12 of 48

13 Deliverable TRANSPHORM D1.1.1 Table 2: Vehicle fleet composition (% vkm per category) for cars in Rotterdam (source: T R E M O V E v3.5, metropolitan region) vehicle category vehicle type vehicle technology fuel type % vkm per vehicle category 2005 (%) 2020 (%) 2030 (%) car car >2.0l - diesel car - diesel & LPG - Euro 2 (Blended) road vehicle diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Conventional (Blended) road vehicle diesel car - diesel & LPG - Euro 1 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car l - diesel car - diesel & LPG - Euro 2 (Blended) road vehicle diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Conventional (Blended) road vehicle diesel car - diesel & LPG - Euro 1 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car <1.4l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - Open Loop (Blended) road vehicle gasoline car - petrol - ECE Improved Conventional (Blended) road vehicle gasoline car >2.0l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - Open Loop (Blended) road vehicle gasoline car - petrol - ECE Improved Conventional (Blended) road vehicle gasoline car <1.4l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car >2.0l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car <1.4l - diesel car - diesel & LPG - Euro 2 (Blended) road vehicle diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car - LPG car - diesel & LPG - Euro 2 Liquefied petroleum gas car - diesel & LPG - Euro 3 Liquefied petroleum gas car - diesel & LPG - Euro 4 Liquefied petroleum gas car - diesel & LPG - Euro 5 Liquefied petroleum gas car - diesel & LPG - Conventional Liquefied petroleum gas car - diesel & LPG - Euro 1 Liquefied petroleum gas car - diesel & LPG - Euro 6 Liquefied petroleum gas car Total Between 2005 and 2030 there is a clear shift from old to new technologies. The Euro 6 standard is mandatory for new vehicles from 2014 onwards. There is also a shift from petrol to diesel cars. Diesel cars represent 22% of the car fleet in 2005, 47% in 2020 and 66% in of 48

14 D1.1.1 TRANSPHORM Deliverable Temporal profiles For the city of Rotterdam, temporal profiles are available as indicated in Figure 2 and Figure 3. These Figures report traffic activity per hour for vehicle categories car (orange), public transport (green) and bicycle (blue). Figure 2 and Figure 3 report traffic activity from the centre of Rotterdam and towards the centre of Rotterdam respectively. car; public transport; bicycle weekday saturday sunday Figure 2: T raffic activity per hour from the centre of Rotterdam on a weekday, saturday and sunday (years ) (source: de V ries, C. (2010)) car; public transport; bicycle weekday saturday sunday Figure 3: T raffic activity per hour towards the centre of Rotterdam on a weekday, saturday and sunday (years ) (source: de V ries, C. (2010)) On weekdays, traffic volumes show peaks in the morning rush (7AM-10AM) and in the evening rush (3PM 6PM). Time profiles are quite different on Saturdays and Sundays, where the highest volumes occur between 2PM and 6PM. 14 of 48

15 Deliverable TRANSPHORM D Extensions to other years Road traffic activity data for the city of Rotterdam are available for year However, the database needs to include traffic activity data for years 2005, 2020 and 2030, and where possible also data for years 1990 to 2030 (every five years). For the city of Rotterdam, specific projections of future transport activities are not available. Therefore, we use TREMOVE v3.5 Netherlands metropolitan region model forecasts as a basis for activity projections for the city of Rotterdam. Table 3 includes the annual % change in road transport activity (vehicle-km) for periods , , and Other periods are not available in TREMOVE v3.5. Table 3: Annual % Change of road transport activity (vehicle-km) in Rotterdam per vehicle category (source: T R E M O V E v3.5, metropolitan region) Transport Activity (Annual % Change in vkm) motorcycle car van bus light duty truck heavy duty truck Table 3 shows a decrease in vehicle-km for light duty trucks between A certain shift towards heavy duty trucks is realised in this period. Vehicle-kilometres for car, van and bus increase moderately and gradually between 2000 and Projections of transport activity for the city of Rotterdam are made for years 2000, 2005, 2010, 2020 and 2030 based on the 2011 activity data and based on the figures in Table 3. It is assumed that traffic activity parameters other than volumes (i.e. speeds) and road infrastructures remain unchanged. Results can be found in database-road Traffic Activity Rotterdam 2000Road Traffic Activity Rotterdam 2005Road Traffic Activity Rotterdam Data for other transport modes Rotterdam (pedestrians & bicycles), rail traffic (metro & tram, train), shipping and aviation. The database of traffic activity for other modes can be found in database-traffic Activity Rotterdam Other Modes following Sections Spatial disaggregation The collected data for other transport modes from the city of Rotterdam are not spatially disaggregated. GIS networks for non-road networks (e.g. railways or inland waterways) are not available. The collected data refer to the city as a whole Parameterization of traffic activity For the city of Rotterdam, slow modes, rail traffic, shipping and aviation are characterized by the following traffic activity parameter (cf. database- Traffic Activity Rotterdam Other Modes.xlsx Slow modes: amount of passenger kilometres per day per vehicle category Rail traffic: amount of passenger kilometres per day per vehicle category Shipping: amount of incoming ships per year per vehicle category 15 of 48

16 D1.1.1 TRANSPHORM Deliverable Aviation: amount of flights per year Information for other traffic activity parameters (speed, density, level of available. Note that the data on aviation relate to the airport of Rotterdam - The Hague (not Amsterdam Schiphol) Disaggregation by vehicle category Transport activity data are disaggregated by vehicle category. The considered vehicle categories for Walk Bicycle Metro & Tram Passenger Train Inland Ship Maritime Ship Plane In database-traffic Activity Rotterdam Other Modes.xlsxctivity data are given per vehicle category, as indicated in Table 4. Table 4: T raffic activity (2005) unit 2005 source Walk (Mln passenger kilometers per year) 157 de Vries & Stevense (2010) Bicycle (Mln passenger kilometers per year) 355 de Vries & Stevense (2010) Metro & Tram (Mln passenger kilometers per year) 336 de Vries & Stevense (2010) Passenger Train (Mln passenger kilometers per year) 489 de Vries & Stevense (2010) Inland Ship (amount of incoming ships per year) 133,000 Port of Rotterdam (2010) Maritime Ship (amount of incoming ships per year) 35,989 Port of Rotterdam (2010) Plane (amount of flights per year) 65,154 Rotterdam The Hague Airport (2010) Disaggregation by vehicle type (Vehicle fleet composition) Traffic activity data are further disaggregated by vehicle type, vehicle technology and vehicle age. Since specific data on the vehicle fleet composition for the city of Rotterdam were not available, we apply national fleet composition data of the Netherlands (from TREMOVE v3.5) to the city of Rotterdam. Traffic activity per vehicle type and Vehicle Fleet Composition Rotterdam.xlsx of database- Vehicle Fleet Composition Rotterdam Table 5 represents vehicle fleet data (proportion of vehicle-kilometres per category) for inland ships. Other vehicle categories are included in the database. 16 of 48

17 Deliverable TRANSPHORM D1.1.1 Table 5: Vehicle fleet composition (% vkm per category) for inland ships (source: T R E M O V E v3.5) vehicle category vehicle type % vkm per vehicle category 2005 (%) 2020 (%) 2030 (%) inland ship Dry Cargo <250 ton Dry Cargo > 3000 ton Dry Cargo ton Dry Cargo ton Dry Cargo ton Dry Cargo ton Dry Cargo ton Push barge <250 ton Push barge > 3000 ton Push barge ton Push barge ton Push barge ton Push barge ton Push barge ton Tanker <250 ton Tanker > 3000 ton Tanker ton Tanker ton Tanker ton Tanker ton Tanker ton inland ship Total Temporal profiles Activity data for slow modes and rail traffic are given per day (cf. Table 4). Temporal profiles are available from Figure 2 and Figure 3 (cf. Section 4.1.5). Activity data for shipping and aviation are given per year. Specific information for a further temporal disaggregation was not available Extensions to other years The procedure to make projections of transport activities for other transport modes is similar to the procedure for road traffic (cf. Section 4.1.6). Table 6 and Table 7 include the annual % change in transport activity (respectively passenger-km and vehicle-km) for other transport modes for periods , , and Table 6: Annual % Change in transport activity (passenger-km) in Rotterdam per vehicle category (source: T R E M O V E v3.5 metropolitan region) Transport Activity (Annual % Change in pkm) slow modes (walk, bicycle) metro & tram passenger train plane of 48

18 D1.1.1 TRANSPHORM Deliverable Table 7: Annual % Change in transport activity (vehicle-km) in Rotterdam per vehicle category (source: T R E M O V E v3.5 metropolitan region) Transport Activity (Annual % Change in vkm) inland ship The amount of kilometres travelled by slow modes and public transport increases more strongly between compared to other periods (cf. Table 6). In the same period , the amount of kilometres travelled by passenger cars increases less significantly compared to other periods (cf. Table 3). A certain shift from private to public transport can be derived from these observations. Projections of transport activity for other transport modes for the city of Rotterdam are made for years 2020 and It is assumed that the amount of passenger-km per plane and the amount of vehicle-km per ship remain unchanged. Results can be found in Table 8 and in database-traffic Activity Rotterdam Other Modes.xlsx Table 8rdam unit Walk (Mln passenger kilometers per year) Bicycle (Mln passenger kilometers per year) Metro & Tram (Mln passenger kilometers per year) Passenger Train (Mln passenger kilometers per year) Inland Ship (amount of incoming ships per year) 157, ,115 Maritime Ship (amount of incoming ships per year) - - Plane (amount of flights per year) 92, , Modal shares passenger transport Rotterdam Road transport and other transport modes were discussed separately in above sections, mainly consider the complete spectrum of urban passenger transport and to indicate the shares of each particular mode. Modal shares in terms of trips amounts, passenger-kilometres and vehicle-kilometres are given in Table 9 for Rotterdam, base year Note that activity data for road transport (bus, car, motorcycle) in Table 9 cover the whole city, whereas in Section 4.1 activities were only considered on the most important roads of the city. Table 9: Modal shares passenger transport Rotterdam, 2005 (source: de V ries & Stevense (2010); editing: T M L) # trips (Mln/day) # trips (%) # pkm (Mln/year) # vkm (Mln/year) walk % bicycle % bus % metro/tram/rail % car % motorcycle % of 48

19 Deliverable TRANSPHORM D1.1.1 The proportion of daily trips for each considered transport mode is given in the pie chart below (Figure 4): 0.4% 36.8% 26.9% walk bicycle bus metro/tram/rail 10.1% 6.9% 19.0% car motorcycle Figure 4: Modal shares (proportion of daily trips) passenger transport Rotterdam, 2005 Projections of modal shares towards 2020 and 2030 can be made based on the expected annual % change for all transport modes in Rotterdam, as presented in Table 3 and Table 6. It is assumed that the amount of passenger-km and vehicle-km per trip remain unchanged. Results are given in Table 10. Table 10: Evolution of modal shares (proportion of daily trips) in Rotterdam walk 26.9% 25.5% 24.0% bicycle 19.0% 18.0% 16.9% bus 6.9% 7.0% 6.8% metro/tram/rail 10.1% 13.0% 14.3% car 36.8% 36.1% 37.6% motorcycle 0.4% 0.5% 0.5% Table 10 se of the share of car and metro/tram/rail. The share of bus trips remains more or less constant between 2005 and of 48

20 D1.1.1 TRANSPHORM Deliverable Road Traffic data Oslo The database of traffic activity for the city of Oslo can be found on The contents of the database is discussed in following Sections Spatial disaggregation A GIS network of roads is available for the city of Oslo. The GIS- Roadlinks_Oslo_yyyy.shp - Road Traffic Activity Oslo yyyy links that represent the most important roads in the city. The GIS-layer is exported from the Emme_f transport model. Figure 5 depicts the geographical layout of the GIS road network. Figure 5: G IS road network for the city of Oslo (source: Emme-f transport model) The GIS network covers all important roads in the city. Traffic activity on the remaining streets is not explicitly modelled. Emissions and concentrations from activities on these remaining streets are modelled as background concentrations. The files Roadlinks_Oslo_yyyy.dbf-Road Traffic Activity Oslo yyyyinclude detailed information for all network links, such as start- and end-coordinates, length, width and a- s- For all network links, information on traffic activity is available as explained in the Sections below. All information comes from the Emme-f transport model provided by NILU. 20 of 48

21 Deliverable TRANSPHORM D Parameterization of traffic activity Road traffic activity for the city of Oslo is characterized by following parameters: For each link: Disaggregation by vehicle category Transport activity data are disaggregated by vehicle category. The considered vehicle categories for road traffic are as follows: Light Duty vehicles include motorcycles, passenger cars, vans and light duty trucks (< 3.5 ton). Roadlinks_Oslo_yyyy.dbf in database-road Traffic Activity Oslo yyyyly traffic for these different vehicle categories are given on all network links Disaggregation by vehicle type (Vehicle fleet composition) Traffic activity data for different vehicle categories can be further disaggregated by vehicle type and technology. We apply national fleet composition data of Norway from the TREMOVE v3.5 model to the city of Oslo. Traffic activity per vehicle type and Vehicle Fleet Composition Oslo.xlsx of database-vehicle Fleet Composition OsloTable 11 represents vehicle fleet data (proportion of vehicle-kilometres per category) for cars. The other vehicle categories are also included in the database. 21 of 48

22 D1.1.1 TRANSPHORM Deliverable Table 11: Vehicle fleet composition (% vkm per category) for cars in Oslo (source: T R E M O V E v3.5, metropolitan region) vehicle category vehicle type vehicle technology fuel type Between 2005 and 2030, there is a clear shift from old to new technologies. The Euro 6 standard ismandatory for new vehicles from 2014 onwards. There is also a shift from petrol to diesel cars. Diesel cars represent 19% of the car fleet in 2005, 56% in 2020 and 68% in Temporal profiles For the city of Oslo, temporal profiles are available on different levels of time aggregation: Traffic activity variation over a year Traffic activity variation over a week Traffic activity variation over a day (weekday, Saturday, Sunday). % vkm per vehicle category 2005 (%) 2020 (%) 2030 (%) car car >2.0l - diesel car - diesel & LPG - Euro 2 (Blended) road vehicle diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Conventional (Blended) road vehicle diesel car - diesel & LPG - Euro 1 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car l - diesel car - diesel & LPG - Euro 2 (Blended) road vehicle diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Conventional (Blended) road vehicle diesel car - diesel & LPG - Euro 1 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car <1.4l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car >2.0l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car <1.4l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car >2.0l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car <1.4l - diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car Total of 48

23 Deliverable TRANSPHORM D1.1.1 Temporal profiles timevariations_traffic_heavylight_seperate_major_or_smallroad.xlsx of database- Database Traffic Activity Oslo The temporal profiles are given in Figure 6 to Figure 10. Figure 6: T raffic activity variation over a year in Oslo (source: Norwegian Public Roads Administration) The level of traffic activity is quite stable over the year, with obvious reductions in activity in holiday weeks. Figure 7: T raffic activity variation over a week in Oslo (source: Norwegian Public Roads Administration) The level of traffic activity is quite similar from Monday till Friday. Activities are significantly reduced on Saturdays and Sundays, especially for heavy duty vehicles. Figure 8: T raffic activity variation over a weekday in Oslo (source: Norwegian Public Roads Administration) 23 of 48

24 D1.1.1 TRANSPHORM Deliverable Figure 9: T raffic activity variation over a Saturday in Oslo (source: Norwegian Public Roads Administration) Figure 10: T raffic activity variation over a Sunday in Oslo (source: Norwegian Public Roads Administration) On weekdays, traffic volumes show peaks in the morning rush (7AM-10AM) and in the evening rush (4PM 6PM). Heavy duty vehicles are mainly driving in between both peak periods. Time profiles are quite different on Saturdays and Sundays, where the highest volumes occur between 2PM and 6PM. Time profiles are similar on national roads and European roads Extensions to other years Road traffic activity data for the city of Oslo are available for years 2009 and However, the database needs to include traffic activity data for years 2005, 2020 and 2030, and where possible also data for years 1990 to 2030 (every five years). To make complete activity projections up to 2030, we use TREMOVE v3.5 Norway metropolitan region model forecasts in combination with the 2009 and 2015 activity data for the city of Oslo. Table 12 includes the annual % change in road transport activity (vehicle-km) for periods , , and Other periods are not available in TREMOVE v of 48

25 Deliverable TRANSPHORM D1.1.1 Table 12: Annual % Change of road transport activity (vehicle-km) in Oslo per vehicle category (source: T R E M O V E v3.5 metropolitan region) Transport Activity (Annual % Change in vkm) motorcycle car van bus light duty truck heavy duty truck Table 12 shows a strong increase in truck kilometres from 2000 to This is in line with significant GDP increase forecasts for Norway. Vehicle-kilometres for other road transport modes increase in a more moderate way. Projections of transport activity for the city of Oslo are made for years 2000, 2005, 2010, 2020 and Figures for years 2000, 2005 and 2010 are based on the 2009 Oslo activity data in combination with figures from Table 12. Projections for 2020 and 2030 are based on the 2015 Oslo activity data and figures from the same Table 12. It is assumed that traffic activity parameters other than volumes (i.e. speeds) and road infrastructures remain unchanged. Results can be found in database- Road Traffic Activity Oslo 2000Road Traffic Activity Oslo 2005Road Traffic Activity Oslo Data for other transport modes Oslo ic (metro & tram, train), shipping and aviation. The database of traffic activity for other modes can be found in database-traffic Activity Oslo Other Modesllowing Sections Spatial disaggregation The collected data for other transport modes from the city of Oslo are not spatially disaggregated. GIS networks for non-road networks (e.g. railways or inland waterways) are not available. The collected data refer to the city as a whole Parameterization of traffic activity For the city of Oslo, slow modes, public transport, shipping and aviation are characterized by the following traffic activity parameters (cf. database-traffic Activity Oslo Other Modes.xls Slow modes: amount of passenger trips per year; modal share of total passenger trips Public Transport: amount of passenger trips per year; modal share of total passenger trips Shipping: amount of incoming ships per year per vehicle category (port of Oslo) Aviation: amount of passengers per year (airport of Oslo) available Disaggregation by vehicle category Transport activity data are disaggregated by vehicle category. The considered vehicle categories for Walk 25 of 48

26 D1.1.1 TRANSPHORM Deliverable Bicycle Metro & Tram Passenger Train Inland Ship Plane In the database-traffic Activity Oslo Other Modes.xlsx are given per vehicle category, as indicated in Table 13. Table 13 Walk (Mln passenger trips per year) 140 Bicycle (Mln passenger trips per year) 7 Metro & Tram (Mln passenger trips per year) 108 Passenger Train (Mln passenger trips per year) 23 unit 2005 source Statistics Norw ay (2011), ISFORT (2003), Vagane et al. (2011), Hitrans (2003) Inland Ship (amount of incoming ships per year) 5,022 World Port Source (2008) Plane (Mln passengers per year) 19 Oslo Airport Statistics (2010) Disaggregation by vehicle type (Vehicle fleet composition) Traffic activity data are further disaggregated by vehicle type, vehicle technology and vehicle age. Since specific data on the vehicle fleet composition for the city of Oslo are not available, we apply national fleet composition data of Norway (from TREMOVE 3.5) to the city of Oslo. Traffic activity per vehicle type and Vehicle Fleet Composition Oslo.xls of database-vehicle Fleet Composition Oslo Temporal profiles Activity data for slow modes and public transport are given per year (cf. Table 13). Temporal profiles (distribution over workdays) are given in Figure 11. Activity data for shipping and aviation are given per year. Specific information for a further temporal disaggregation was not available. Figure 11: T rip distribution during workdays in Oslo (source: Engebretsen (2005)) 26 of 48

27 Deliverable TRANSPHORM D Extensions to other years The procedure to make projections of transport activities for other transport modes is similar to the procedure for road traffic (cf. Section 5.1.6). Table 14 includes the annual % change in transport activity (passenger-km) for other transport modes for periods , , and Table 14: Annual % Change in transport activity (passenger-km) in Oslo per vehicle category (source: T R E M O V E v3.5 metropolitan region) Transport Activity (Annual % Change in pkm) slow modes (walk, bicycle) metro & tram passenger train plane The amount of kilometres travelled by slow modes and public transport increases more or less gradually between 2000 and The amount of kilometres travelled by plane increases more strongly. Projections of transport activity for other transport modes for the city of Oslo are made for years 2020 and It is assumed that the amount of passenger-km per trip (for slow modes and public transport) and the amount of passenger-km per plane remain unchanged. Results can be found in Table 15 and in database-traffic Activity Oslo Other Modes.xlsx Table 15 Oslo unit Walk (Mln passenger trips per year) Bicycle (Mln passenger trips per year) 7 7 Metro & Tram (Mln passenger trips per year) Passenger Train (Mln passenger trips per year) Plane (Mln passengers per year) Modal shares passenger transport Oslo beca consider the complete spectrum of urban passenger transport and to indicate the shares of each particular mode. Modal shares in terms of trips amounts are given in Table 16 for Oslo, base year 2005 (sources: Statistics Norway (2011), ISFORT (2003), Vagane et al. (2011), Hitrans (2003)). Note that activity data for road transport (bus, car, motorcycle) in Table 16 cover the whole city, whereas in Section 5.1 activities were only considered on the most important roads of the city. 27 of 48

28 D1.1.1 TRANSPHORM Deliverable Table 16: Modal shares passenger transport Oslo 2005 # trips (Mln/day) # trips (%) walk % bicycle % bus % metro/tram/rail % car % The proportion of daily trips for each considered transport mode is given in the pie chart below (Figure 12): 50.1% 19.5% 1.0% 11.7% 17.7% walk bicycle bus metro/tram/rail car Figure 12: Modal shares (proportion of daily trips) passenger transport Oslo, 2005 Projections of modal shares towards 2020 and 2030 can be made based on the expected annual % change for all transport modes in Oslo, as presented in Table 12 and Table 14. It is assumed that the amount of passenger-km and vehicle-km per trip remain unchanged. Results are given in Table 17. Table 17: Evolution of modal shares (proportion of daily trips) in Oslo walk 19.5% 17.3% 16.1% bicycle 1.0% 0.9% 0.8% bus 11.7% 10.5% 10.0% metro/tram/rail 17.7% 19.1% 19.0% car 50.1% 52.2% 54.1% Table 17 shows a gradual decrease for slow ecreases as well between 2005 and For car and metro/tram/rail, a gradual increase can be observed between 2005 and of 48

29 Deliverable TRANSPHORM D Road Traffic data Helsinki The database of traffic activity for the city of Helsinki can be found on The contents of the database is discussed in following Sections Spatial disaggregation A GIS network of roads is available for the city of Helsinki. The GIS-layer (file TV_weekdays_pCarsAndVans_yyyy.shp-Road Traffic Activity Helsinki yyyy includes a network of links that represent the most important roads in the city. Figure 13 depicts the geographical layout of the GIS road network. Figure 13: G IS road network for the city of Helsinki The GIS network covers all important roads in the city. Traffic activity on the remaining streets is not explicitly modelled. Emissions and concentrations from activities on these remaining streets are modelled as background concentrations. The files in database- Road Traffic Activity Helsinki yyyy include information on traffic activity for all network links, as explained in the Sections below. All information comes from local authorities provided by FMI Parameterization of traffic activity Road traffic activity for the city of Helsinki is characterized by following parameters: For each link: Amount of vehicles per hour Mean speeds per hour 29 of 48

30 D1.1.1 TRANSPHORM Deliverable Disaggregation by vehicle category Transport activity data are disaggregated by vehicle category. The considered vehicle categories for road traffic are as follows: Lorries include light duty trucks (< 3.5 ton) and heavy duty trucks, trailers only include heavy duty trucks. In the corresponding files in database- Road Traffic Activity Helsinki yyyy amount of vehicles per hour for these different vehicle categories are given on all network links Disaggregation by vehicle type (Vehicle fleet composition) Traffic activity data for different vehicle categories can be further disaggregated by vehicle type and technology. We apply national fleet composition data of Finland from the TREMOVE v3.5 model to the city of Helsinki. Traffic activity per vehicle type and vehicle technology can be found in file Vehicle Fleet Composition Helsinki.xlsx of database-vehicle Fleet Composition Helsinki Table 18 represents vehicle fleet data (proportion of vehicle-kilometres per category) for cars. The other vehicle categories are also included in the database. 30 of 48

31 Deliverable TRANSPHORM D1.1.1 Table 18: Vehicle fleet composition (% vkm per category) for cars in Helsinki (source: T R E M O V E v3.5, metropolitan region) vehicle category vehicle type vehicle technology fuel type % vkm per vehicle category 2005 (%) 2020 (%) 2030 (%) car car >2.0l - diesel car - diesel & LPG - Euro 2 (Blended) road vehicle diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Conventional (Blended) road vehicle diesel car - diesel & LPG - Euro 1 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car l - diesel car - diesel & LPG - Euro 2 (Blended) road vehicle diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Conventional (Blended) road vehicle diesel car - diesel & LPG - Euro 1 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car <1.4l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car >2.0l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car <1.4l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car >2.0l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car <1.4l - diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car Total Between 2005 and 2030, there is a clear shift from old to new technologies. The Euro 6 standard is mandatory for new vehicles from 2014 onwards. There is also a shift from petrol to diesel cars. Diesel cars represent 20% of the car fleet in 2005, 35% in 2020 and 45% in Temporal profiles For the city of Helsinki, temporal profiles are available on different levels of time aggregation: Traffic activity variation over a year Traffic activity variation over a weekday 31 of 48

32 D1.1.1 TRANSPHORM Deliverable The temporal profiles are given in Figure 14 and Figure 15. Figure 14: T raffic activity variation over a year in Helsinki (source: local authorities & F M I) The level of traffic activity is quite stable over the year, with obvious reductions in activity in holidays (mainly July). Figure 15: T raffic activity variation over a weekday in Helsinki Oslo (source: local authorities & F M I) On weekdays, traffic volumes show peaks in the morning rush (7AM-10AM) and in the evening rush (3PM 6PM) Extensions to other years Road traffic activity data for the city of Helsinki are available for year However, the database needs to include traffic activity data for years 2005, 2020 and 2030, and where possible also data for years 1990 to 2030 (every five years). To make complete activity projections up to 2030, we use Finland he 2005 activity data for the city of Oslo. Table 19 includes the annual % change in road transport activity (vehicle-km) for periods , , and Other periods are not available in TREMOVE v of 48

33 Deliverable TRANSPHORM D1.1.1 Table 19: Annual % Change of road transport activity (vehicle-km) in Helsinki per vehicle category (source: T R E M O V E v3.5 metropolitan region) Transport Activity (Annual % Change in vkm) motorcycle car van bus light duty truck heavy duty truck Table 19 shows a significant decrease in truck kilometres between For other road modes in this period there is an slight increase in vehicle kilometres (except for motorcycles), but generally this increase is smaller compared to other periods. These results could be attributed to the economic crisis. Projections of transport activity for the city of Helsinki are made for years 2000, 2005, 2010, 2020 and Figures are based on the 2005 Helsinki activity data in combination with figures from Table 19. It is assumed that traffic activity parameters other than volumes (i.e. speeds) and road infrastructures remain unchanged. Results can be found in database-road Traffic Activity Helsinki 2000Road Traffic Activity Helsinki 2005Road Traffic Activity Helsinki Data for other transport modes Helsinki train), shipping and aviation. The database of traffic activity for other modes can be found in database- Traffic Activity Helsinki Other Modes following Sections Spatial disaggregation The collected data for other transport modes from the city of Helsinki are not spatially disaggregated. GIS networks for non-road networks are not available. The collected data refer to the city as a whole Parameterization of traffic activity For the city of Helsinki, slow modes, public transport, shipping and aviation are characterized by the following traffic activity parameters (cf. database- Traffic Activity Helsinki Other Modes.xls Slow modes: amount of passenger trips per year; modal share of total passenger trips Public Transport: amount of passenger trips per year; modal share of total passenger trips Shipping: amount of shipped tonnes per year (port of Helsinki) Aviation: amount of landings per year (airport of Heslinki) Information for other traffic activity parameters (speed, density, level of congestion, available Disaggregation by vehicle category Transport activity data are disaggregated by vehicle category. The considered vehicle categories for Walk 33 of 48

34 D1.1.1 TRANSPHORM Deliverable Bicycle Metro & Tram Passenger Train Inland Ship Plane In the database-traffic Activity Helsinki Other Modes.xlsxctivity data are given per vehicle category, as indicated in Table 20. Table 20: T raffic activity unit 2005 source Walk (Mln passenger trips per year) 220 HKL (2005), LITU (2008) Bicycle (Mln passenger trips per year) 59 HKL (2005), LITU (2008) Metro & Tram (Mln passenger trips per year) 112 HKL (2005), LITU (2008) Passenger Train (Mln passenger trips per year) 20 HKL (2005), LITU (2008) Inland Ship (Mln tonnes per year) 11 Saurama et al. (2008) Plane (amount of landings per year) 83,459 Finavia (2011) Disaggregation by vehicle type (Vehicle fleet composition) Traffic activity data are further disaggregated by vehicle type, vehicle technology and vehicle age. Since specific data on the vehicle fleet composition for the city of Helsinki are not available, we apply national fleet composition data of Finland (from TREMOVE v3.5) to the city of Helsinki. Traffic activity per vehicle type and Vehicle Fleet Composition Helsinki.xls of database-vehicle Fleet Composition Helsinki Temporal profiles Activity data for slow modes and public transport are given per year (cf. Table 20). Specific information for a further temporal disaggregation was not available. However, it can be expected that road modes (cf. Section 6.1.5) Extensions to other years The procedure to make projections of transport activities for other transport modes is similar to the procedure for road traffic (cf. Section 6.1.6). Table 21 includes the annual % change in transport activity (passenger-km) for other transport modes for periods , , and Table 21: Annual % Change in transport activity (passenger-km) in Helsinki per vehicle category (source: T R E M O V E v3.5 metropolitan region) Transport Activity (Annual % Change in pkm) slow modes (walk, bicycle) metro & tram passenger train plane of 48

35 Deliverable TRANSPHORM D1.1.1 The amount of kilometres travelled by slow modes and public transport increases more or less gradually between 2000 and The amount of kilometres travelled by plane increases more strongly. Projections of transport activity for other transport modes for the city of Helsinki are made for years 2020 and It is assumed that the amount of passenger-km per trip (for slow modes and public transport) and the amount of passenger-km per plane remain unchanged. Results can be found in Table 22 and in database-traffic Activity Helsinki Other Modes.xlsx Table 22 Helsinki unit Walk (Mln passenger trips per year) Bicycle (Mln passenger trips per year) Metro & Tram (Mln passenger trips per year) Passenger Train (Mln passenger trips per year) Plane (amount of landings per year) 111, , Modal shares passenger transport Helsinki consider the complete spectrum of urban passenger transport and to indicate the shares of each particular mode. Modal shares in terms of trips amounts are given in Table 23 for Helsinki, base year 2005 (sources: HKL (2005) and LITU (2008)). Note that activity data for road transport (bus, car, motorcycle) in Table 23 cover the whole city, whereas in Section 5.1 activities were only considered on the most important roads of the city. Table 23: Modal shares passenger transport Helsinki 2005 # trips (Mln/day) # trips (%) walk % bicycle % bus % metro/tram/rail % car % The proportion of daily trips for each considered transport mode is given in the pie chart below (Figure 16): 35 of 48

36 D1.1.1 TRANSPHORM Deliverable 39.8% 15.9% 26.5% 10.6% 7.1% walk bicycle bus metro/tram/rail car Figure 16: Modal shares (proportion of daily trips) passenger transport Helsinki, 2005 Projections of modal shares towards 2020 and 2030 can be made based on the expected annual % change for all transport modes in Helsinki, as presented in Table 19 and Table 21. It is assumed that the amount of passenger-km and vehicle-km per trip remain unchanged. Results are given in Table 24. Table 24: Evolution of modal shares (proportion of daily trips) in Helsinki walk 26.5% 26.7% 26.3% bicycle 7.1% 7.2% 7.1% bus 10.6% 9.8% 10.1% metro/tram/rail 15.9% 15.3% 15.4% car 39.8% 41.0% 41.1% Table 24 shows that modal shares remain more or less constant between 2005 and of 48

37 Deliverable TRANSPHORM D Road Traffic data London The database of traffic activity for the city of London can be found on The contents of the database is discussed in following Sections Spatial disaggregation A GIS network of roads is available for the city of London. The GIS-layer (file yyyy_traffic_flow_polyline.shp-road Traffic Activity London yyyy includes a network of links that represent the most important roads in the city. The GIS-layer is available from the London Atmospheric Emissions Inventory (LAEI, 2008). Figure 17 depicts the geographical layout of the GIS road network. Figure 17: G IS road network for the city of London (source: L A E I, 2008) The GIS network covers all important roads in the city. Traffic activity on the remaining streets is not explicitly modelled. Emissions and concentrations from activities on these remaining streets are modelled as background concentrations. yyyy_traffic_flow_polyline.dbf-road Traffic Activity London yyyy include detailed information for all network links, such as start- and end-coordinates, length, LAEIand OSCAR identification number, road name, road number and road type. For all network links, information on traffic activity is available as explained in the Sections below. All information comes from the London Atmospheric Emissions Inventory (LAEI, 2008) Parameterization of traffic activity Road traffic activity for the city of London is characterized by following parameters: For each link: 37 of 48

38 D1.1.1 TRANSPHORM Deliverable Amount of vehicles per day (per vehicle category) Disaggregation by vehicle category Transport activity data are disaggregated by vehicle category. The considered vehicle categories for road traffic are as follows: Motorcycles Heav) Heavy duty vehicles are subdivided in categories according to their amount of axles In the files yyyy_traffic_flow_polyline.dbf in database-road Traffic Activity London yyyythe amount of vehicles per day for these different vehicle categories are given on all network links Disaggregation by vehicle type (Vehicle fleet composition) Traffic activity data for different vehicle categories can be further disaggregated by vehicle type and technology. We apply national fleet composition data of the United Kingdom from the TREMOVE v3.5 model to the city of London. Traffic activity per vehicle type and vehicle technology can be Vehicle Fleet Composition London.xlsx of database-vehicle Fleet Composition LondonTable 25 represents vehicle fleet data (proportion of vehicle-kilometres per category) for cars. The other vehicle categories are also included in the database. 38 of 48

39 Deliverable TRANSPHORM D1.1.1 Table 25: Vehicle fleet composition (% vkm per category) for cars in London (source: T R E M O V E v3.5, metropolitan region) vehicle category vehicle type vehicle technology fuel type % vkm per vehicle category 2005 (%) 2020 (%) 2030 (%) car car >2.0l - diesel car - diesel & LPG - Euro 2 (Blended) road vehicle diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Conventional (Blended) road vehicle diesel car - diesel & LPG - Euro 1 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car l - diesel car - diesel & LPG - Euro 2 (Blended) road vehicle diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Conventional (Blended) road vehicle diesel car - diesel & LPG - Euro 1 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car <1.4l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car >2.0l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car l - petrol car - petrol - Euro 1 (Blended) road vehicle gasoline car - petrol - Euro 2 (Blended) road vehicle gasoline car - petrol - Euro 3 (Blended) road vehicle gasoline car - petrol - Euro 4 (Blended) road vehicle gasoline car - petrol - Euro 5 (Blended) road vehicle gasoline car - petrol - ECE (Blended) road vehicle gasoline car <1.4l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car >2.0l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car l - CNG car - petrol - Euro 4 Compressed natural gas car - petrol - Euro 5 Compressed natural gas car <1.4l - diesel car - diesel & LPG - Euro 3 (Blended) road vehicle diesel car - diesel & LPG - Euro 4 (Blended) road vehicle diesel car - diesel & LPG - Euro 5 (Blended) road vehicle diesel car - diesel & LPG - Euro 6 (Blended) road vehicle diesel car Total Between 2005 and 2030, there is a clear shift from old to new technologies. The Euro 6 standard is mandatory for new vehicles from 2014 onwards. There is also a shift from petrol to diesel cars. Diesel cars represent 24% of the car fleet in 2005, 58% in 2020 and 75% in Temporal profiles For the city of London, the traffic activity variation over a day is available for a typical Monday, Tuesday, Wednesday, Thursday, Friday, Saturday and Sunday. The temporal profiles are given in Figure of 48

40 D1.1.1 TRANSPHORM Deliverable Figure 18: T raffic activity variation over a day in London (source: L A E I (2008)), hourly total measured traffic flows (blue) for 16 site and year combinations for 2006 and The level of traffic activity is quite similar from Monday till Friday. Activities are significantly reduced on Saturdays and Sundays. On weekdays, traffic volumes show peaks in the morning rush (7AM-10AM) and in the evening rush (4PM 6PM). Time profiles are quite different on Saturdays and Sundays, where the highest volumes occur between 12PM and 4PM Extensions to other years Road traffic activity data for the city of London are available for years 2008 and 2011 and However, the database needs to include traffic activity data for years 2005, 2020 and 2030, and where possible also data for years 1990 to 2030 (every five years). To make complete activity pro- United Kingdom forecasts in combination with the 2008, 2011 and 2015 activity data for the city of London. Table 26 includes the annual % change in road transport activity (vehicle-km) for periods , , and Other periods are not available in TREMOVE v3.5. Table 26: Annual % Change of road transport activity (vehicle-km) in London per vehicle category (source: T R E M O V E v3.5 metropolitan region) Transport Activity (Annual % Change in vkm) motorcycle car van bus light duty truck heavy duty truck Table 26 shows a decrease in vehicle-km for light duty trucks between o- this increase is smaller compared to other periods. These results could be attributed to the economic crisis. For other periods, vehicle-kilometres generally increase moderately and gradually. Projections of transport activity for the city of London are made for years 2000, 2005, 2010, 2020 and Figures for years 2000 and 2005 are based on the 2008 London activity data in combination with figures from Table 26. Figures for 2010 are based on the 2011 activity data and projections for 2020 and 2030 are based on the 2015 London activity data and figures from the same Table 26. It is assumed that traffic activity parameters other than volumes (i.e. speeds) and road infrastructures remain unchanged. Results can be found in database-road Traffic Activity London 2000Road Traffic Activity London 2005Road Traffic Activity London of 48

41 Deliverable TRANSPHORM D Data for other transport modes London train), shipping and aviation. The database of traffic activity for other modes can be found in database- Traffic Activity London Other Modes following Sections Spatial disaggregation The collected data for other transport modes from the city of London are not spatially disaggregated. GIS networks for non-road networks (e.g. railways or inland waterways) are not available. The collected data refer to the city as a whole Parameterization of traffic activity For the city of London, slow modes, public transport, shipping and aviation are characterized by the following traffic activity parameters (cf. database-traffic Activity London Other Modes.xls Slow modes: amount of passenger trips per year; modal share of total passenger trips Public Transport: amount of passenger trips per year; modal share of total passenger trips Shipping: amount of shipped tonnes per year (port of London) Aviation: amount of flights per year (all London airports) available. Note that the data on aviation relates to the combination of all London airports (Heathrow, Gatwick, London City, Luton, Southend and Stansed) Disaggregation by vehicle category Transport activity data are disaggregated by vehicle category. The considered vehicle categories for Walk Bicycle Metro & Tram Passenger Train Inland Ship Plane In the database-traffic Activity London Other Modes.xlsxity data are given per vehicle category, as indicated in Table 27. Table 27 unit 2005 source Walk (Mln passenger trips per day) 5.7 TfL (2006) Bicycle (Mln passenger trips per day) 0.4 TfL (2006) Metro & Tram (Mln passenger trips per day) 1.9 TfL (2006) Passenger Train (Mln passenger trips per day) 1.9 TfL (2006) Inland Ship (Mln tonnes per year) 53.8 Port of London (2006) Plane (Mln air transport movements per year) 1.0 Civil Aviation Authority (2011) 41 of 48

42 D1.1.1 TRANSPHORM Deliverable Disaggregation by vehicle type (Vehicle fleet composition) Traffic activity data are further disaggregated by vehicle type, vehicle technology and vehicle age. Since specific data on the vehicle fleet composition for the city of London are not available, we apply national fleet composition data of the United Kingdom (from TREMOVE 3.5) to the city of London. Traffic activity per vehicle type and Vehicle Fleet Composition London.xls of database-vehicle Fleet Composition London Temporal profiles Activity data for slow modes and public transport are given per day (cf. Table 27). Temporal profiles (distribution over day) for the different modes are given in Figure 19. Figure 19: T rip distribution during workdays in London (source: TfL (2006)) Extensions to other years The procedure to make projections of transport activities for other transport modes is similar to the procedure for road traffic (cf. Section 7.1.6). Table 28 includes the annual % change in transport activity (passenger-km) for other transport modes for periods , , and Table 28: Annual % Change in transport activity (passenger-km) in London per vehicle category (source: T R E M O V E v3.5 metropolitan region) Transport Activity (Annual % Change in pkm) slow modes (walk, bicycle) metro & tram passenger train plane of 48