ENERGY SAVINGS FROM HIGHWAYS AND NATIONAL ROADS IN SLOVAKIA

Transcription

1 ENERGY SAVINGS FROM HIGHWAYS AND NATIONAL ROADS IN SLOVAKIA Miroslav Marias Principal State Advisor Ministry of Economy of the Slovak Republic 1

2 Content Reasons and needs NEEAP Methodology Results 2

3 Bottom Up ASSESSMENT - 30% of target Transport 33% Horizontal measures 10% Buildings 13% Ability to assess 30% of savings by Bottom Up Split of BU assessment Industry 17% Public sector 0,4% appliances 27% 3

4 NEEAP MEASURES FOR TRANSPORT 1176TJ 12,5% Public transport strategy- 825 TJ Maximum age of vehicles for public transport Modernisation of busses 325 TJ Modernisation of trains 500 TJ Change of transportation mode from trucks to trains governmental decree for sugar rape harvesting, transport mode change 35,15 TJ Modernisation of cars support to recover industry state support when buying a car of 15% of the price savings of 56,67 TJ Highway and national road construction 258,34 TJ Measures with not known savings ongoing measures Inteligent transport systems, optimisation of transport control Intermodal transport terminals Payment for infrastructure use 4

5 Construction of Transport Infrastructure Slovakia has its own plan to construct highways High political priority for every government Pragmatic approach needed - Necessary to evaluate the project, whether it brings savings or not Bottom-Up method - Specifically calculated every single project of highways and national roads Reporting is primarily needed to calculate energy savings, thus for the NRP it is necessary to calculate annually. Primary calculation is for NEEAP. 5

6 The Origin It was converted from emissions and fuel consumption calculation specifically for NEEAP and used for the first time to the 2nd NEEAP energy savings calculations. It is a national BU method developed by the Transport Research Institute in Zilina with the primary purpose for the calculation of CO 2 emissions and fuel consumption from transport using highways and savings in comparison to parallel routes. The CO 2 calculation has been done according to EU methodology CORINAIR, using the programme COPERT IV. Then for the fuel savings it was easily converted to calculate energy savings. 6

7 Main principle of the method The main principle is based on removal of traffic bottlenecks and increasing continuity of transport flow, which results to decreasing the average fuel consumption The method is based on comparison of use of highways and the old parallel routes usually the 1st class roads. Also possible to use for comparison of fuel consumption on highways vs 1st class roads 7

8 The methodology The calculation is based on the comparison on the old situation of existence only of the 1st class road, when all transport uses the 1st class road. After the new highway paralel to the old road is constructed, part of transport flow is moved to the new road. The calculation uses the real measured data. In case of missing data the average move of transport flow from 1st road to highway is of 73,5 % (on the old road remains 26,5% of transport flow). 8

9 Data required for calculation method length of highway sections and parallel road sections in km average fuel consumption of a passenger car on different classes of roads share of diesel/gasoline of passenger cars in transport flow average fuel consumption of different heavy ground vehicles categories on different classes of roads share of different heavy ground vehicles categories in transport flow prices of gasoline/diesel price per tonne of CO 2 Energy content and density of petrol and diesel 9

10 Intensity of transport flow Original transport intensity was used form transport census in 2005 and recalculated by annual factors of growth until 2009 The new transport intensity is calculated 1 year after starting use of the new road For specific parts of highways it was directly measured Usually the intensity of traffic increases after new highway is used 10

11 Transport flow assessment Split of passenger cars 30% diesel 70% petrol/gasoline Split of heavy duty vehicles 25% 3,5-7,5t 25% 7,5-12t 50% over 12t Based on research study of TRI (Transport Research Institute) from September 2007 Comparison of cost allocations when driving through tunnels or via paralel routes 11

12 Fuel consumption of passenger cars Average fuel consumption of gasoline engines passenger cars Highway 7,5 l/100km National road 8 l/100km Average fuel consumption of gasoline engines passenger cars on 1st class road - 8,5 l/100km Average fuel consumption of diesel engines passenger cars highway 5 l/100km National road 5,2 l/100km Average fuel consumption of diesel engines passenger cars on 1st class road - 5,5 l/100km. Average consumptions were measured during the research study of TRI in the study from September 2007 Comparison of cost allocations when driving through tunnels or via paralel routes 12

13 Fuel consumption of heavy duty vehicles Average consumption of HDV from 3,5 t to 7,5 t on highway 15 l/100km, National road 16,5 l/100km. Average consumption of HDV from 3,5 t to 7,5 t on 1st class road 18 l/100km. Average consumption of HDV from 7,5 t to 12 t on highway 19 l/100km, National road 21 l/100km. Average consumption of HDV from 7,5 t to 12 t on 1st class road 23 l/100km. Average consumption of HDV over 12 t on highway 40 l/100km, National road 42 l/100km. Average consumption of HDV over 12 t on 1st class road - 45 l/100km. 13

14 Calculation Transport flow split 26,5% Passenger cars 30% diesel - 70% gasoline/petrol 73,5% Heavy duty vehicles - 25% - 3,5 tons to 7,5 tons - 25% - 7,5 tons to 12 tons - 50% - over 12 tons Annual fuel consumption = Intensity * flow per 24 hours * average fuel consumption Energy savings = Comparing fuel consumption of highway and 1st class road Separate calculation for highways and for national roads 14

15 Results in savings Highways projects 1759 TJ projects 206,1 TJ project 65,8 TJ National Roads projects - 179,5 TJ projects - 52,1 TJ projects - 225,6 TJ 15

16 Conclusions Not used primarily for energy savings. It is political priority of the government to follow the development plan for hughway construction But it brings extra energy savings from the realisation of the construction plan If petrol and diesel could have conversion factors between primary and final energy consumption, it could be possible to calculate primary energy consumption as well as savings good and pragmatic method showing clear and direct impact of highways and national roads to energy consumption. It will be used also in future. 16

17 Experiences The unexpected result is the quite high level of savings, even with the main negation, which is for the new highways for sure the increasing intensity of transport on the new road Other important experience came with the possibility to quite exactly calculate the expected results for the future planned constructions need for measure some data, average consumption and the composition of average transport flows good and pragmatic method showing clear and direct impact of highways and national roads to energy consumption 17

18 Thank you for your attention Miroslav Marias Principal State Advisor Ministry of Economy of the Slovak Republic Mierova Bratislava Slovakia Tel: Fax: Web: