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JOINT IMPLEMENTATION PROGRAMME OF ACTIVITIES DESIGN DOCUMENT FORM - Version 01

Joint Implementation Supervisory Committee page 1

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JOINT IMPLEMENTATION PROGRAMME OF ACTIVITIES DESIGN DOCUMENT FORM

Version 01 - in effect as of: 01 November 20091

CONTENTS

A. General description of the JI programme of activities (JI PoA) B. Duration of the JI PoA C. Environmental impacts D. Stakeholders’ comments E. Application of a baseline and monitoring plan for each technology and/or measure under each type of joint implementation programme activity (JPA)

Annexes

Annex 1: Contact information on coordinating entity and participants of the JI PoA Annex 2: JPA’s information table. Annex 3: Baseline information Annex 4: Monitoring plan

1 This form is in effect provisionally until it has been formally adopted by the COP




SECTION A. General description of the JI PoA

A.1. Title of the JI PoA: ”BSH Transportation Shift Project”

Version Date: Version 1, 10 December 2010 Sectoral Scope 7 - Transport

A.2. Description of the JI PoA:

BSH Bosch und Siemens Hausgeräte GmbH (in the following: BSH) is currently using rail logistics whenever this option is technically feasible and economically reasonable. Via this approach in recent years a very high rail transportation share of 34 % (in export shipments from Germany) has been achieved over the years.2

At the same time, for Germany as a whole the share of national train transportation in the modal split is only 17.1 % in 2006 – with an even lower figure for the sub-segment of international transports (11 %).

According to German UBA the over-all figure could be boosted to 25 % if suggested measures, also prominently including transportation shift measures, would be implemented.3 The Federal Government of Germany plans to achieve this ambitious 25 % target by 2015.4

Still in 2009 the share of rail transportation in the mix decreased substantially against road transportation with rail transportation losing 17.3 % while road cargo only decreased by 10.2 % (all in ton kilometres).5

Figure A-1: EU-27 GHG emissions from transport6

2 For 2009 BSH transport data show that 34% of all export shipments were sent by train.

3 In case of international train transportation the share in the modal split is even lower (11%). See UBA (2010), “CO2-Emissionsminderung im Verkehr in Deutschland”, publication no. 2010/05, p. 26-29.

4 See Statistisches Bundesamt (2010), “Nachhaltige Entwicklung in Deutschland - Indikatorenbericht 2010”, p. 36.

5 See http://www.destatis.de/jetspeed/portal/cms/Sites/destatis/Internet/DE/ Presse/pm/2010/01/PD10__030__46,templateId=renderPrint.psml.

6 Eurostat, Sustainable development in the European Union - 2009 monitoring report of the EU sustainable development strategy, Page 111.




Rising CO2 emissions from transportation is a trans-European phenomenon that is particularly driven by an expansion of road transport whereas rail services are losing ground. This may in part be attributable to infrastructure investments – where railway investments are still lagging behind7 – and of course the current price levels of fossil fuels, which are not influenced by the EU ETS. Figure A-1 above illustrates that the rise in transport related GHG emissions is mainly caused by expanding road transportation.

With the project at hand BSH aims at shifting further internal (and later also external) transportation volumes from commercial road to railway transport. This shall result in CO2 emission reductions and respective proceeds and furthermore enable other companies to follow suit. The objective is to generate Emission Reduction Units (ERU) from emission reductions achieved by the implementation of the activities considered in this project.

A.3. Coordinating entity and participants of the JI PoA, as appropriate:

Table A-1: Project participants

Party

involved Legal entity project participant

Party involved wishes to be considered

as project participant (Yes/No)

Germany (host)

BSH Bosch und Siemens Hausgeräte GmbH

No

[To be defined]

BSH Bosch und Siemens Hausgeräte GmbH is the coordinating and managing entity to the JI project .

Partner companies shall profit from the certificate income via the benefits of a competitive transportation price on the respective BSH transport relation. They will not be listed as participants under the programme as JPAs are in general identical to existing BSH relations/cargo to which they constitute an additional load.

The investor country is still to be defined. Requirements of ProMechG (Project Mechanisms Act) of Federal Republic of Germany regarding “reciprocity” shall be considered.

7 Eurostat points out that over the last decade there was a decrease in infrastructure investment in environment-friendly modes (notably rail services and waterways) relative to all-over transport infrastructure investments; see Eurostat (ed., 2010), Sustainable development in the European Union - 2009 monitoring report of the EU sustainable development strategy, p. 107.




A.4. Technical description of the JI PoA:

A.4.1. Location of the JI PoA:

The programme entails various connections of BSH transports on German soil.

A.4.1.1. Host Party(ies): Host party of the proposed programme is Germany. Germany fulfils the requirements for 1st Track JI.

A.4.1.2. Geographical boundary:

The political border of Germany represents the geographical boundary of this programme. Thus only activities on German soil are covered. In case of international relations, only distances and emission reductions on German territory shall be considered. For more on the boundaries of the particular project activities/relations (JPAs) please refer to section A.4.5.2. on monitoring below.

A.4.2. Description of each type of JPA:

The programme will only include transport services on German soil. Besides national transports this may also cover transports for export, import or transit within German borders. The PoA shall integrate transports per distinct relation, covering four distinct categories (JPA types) as illustrated in Table A-2 below.

Table A-2: Characteristics of different transport categories (JPA types)

Characteristics of the four different transport relation types (JPA types R1-R4)

R1 BSH „PRIMARY TRANSPORTS“ – ON DEMAND DELIVERY FROM THE GERMAN WAREHOUSES NEXT TO THE PRODUCTION PLANTS TO CROSS-DOCKING POINTS ACROSS CENTRAL EUROPE (“CE-POOL”) Current mode of transport: 100 % via road transport

Description: BSH currently delivers products from its six warehouses at the manufacturing facilities via road transport to 26 cross-docking points throughout Central Europe. This on-demand distribution includes the following countries: Germany, Austria, The Netherlands, Belgium, Luxemburg, Czech Republic, Slovakia, Former Yugoslavia (Slovenia, Croatia, Serbia, Montenegro, Albania, Macedonia) as well as Bulgaria. The project shall prompt a transportation shift on connections with the highest emission reduction potentials. Those are generally the longer distance connections, e.g. from production plants in Giengen and Nauen to respective cross-docking points in northern and western Germany. In case of distribution services to warehouses abroad only reductions on German soil shall be credited. The programme shall start with transportation shifts on intra-German relations (R1 national). Transportation shifts on intra-European relations (R1 international) might follow. For an illustration of cross-docking points throughout Germany and Central Europe please refer to Annex 3.




R2 BSH INTERNATIONAL WAREHOUSE REPLENISHMENTS (EXPORTS, IMPORTS, TRANSIT) Current mode of transport: Road transport predominant for certain relations (dependent mainly on region)

Description: The current exports to Italy, Russia and Spain could be shifted to railway transportation. The current imports from Spain could be shifted to railway transportation. Here only the achieved shift on German territory would be included. Furthermore transits on German soil may be included.

R3 DIRECT CONTAINER EXPORTS/IMPORTS BETWEEN BSH PLANTS (EXCEPT DILLINGEN, GIENGEN AS ALREADY SHIFTED TO RAIL) AND GERMAN/DUTCH/MEDITERRANEAN PORTS FOR EX- AND IMPORT Current mode of transport: Road transport predominant for certain relations

Description: Currently the cargo is first being sent by truck to terminals for trans-shipment. In the project scenario this road-based pre-carriage shall be replaced by establishment of direct container services from the plants by rail to the maritime ports for shipping

R4 ADDITIONAL CARGO OF LOCAL PARTNER COMPANIES Description: Additional cargo from local partner companies shall also be included. This extra load is to be considered in the same manner as per above described transport categories (R1-R3). The proceeds from the certificates shall be earmarked via competitive transport offer for the partner participant.

For more on the boundaries of the particular project activities/relations (JPAs) please refer to section A.4.5.2 below.

A.4.2.1. Technology(ies) to be employed, or measures, operations or actions to be

implemented by each type of JPA:

The activities considered to be implemented by the programme will lead to reductions in the road transportation and therefore to a decrease in the fuel consumption and associated CO2 emissions.

From a technical perspective all types of rail transports and rail systems shall participate in the project. Thus it shall entail different technological means of rail transportation, e.g. covered wagons, trailers on wagons, swap bodies on wagons and container on wagons as well as block trains, wagon groups or single wagons only and – if required – also pre- and/or post-carriage of the respective cargo. Regarding emission relevant traction technologies in the project there are both diesel as well as electrical traction applied. For the first/last mile, in general, diesel traction services may be used. Furthermore in cases where implementation of the transportation shift shall go hand-in-hand with a new connection to rail, the set of technologies also includes such rail connection. For handling of the swap trailers/craning services at certain relations, a new diesel driven reach stacker may also be included as new project technology. Emissions from the reach stacker are not included in the calculation of emission reductions as they constitute a de-minimis source.




A.4.3. Eligibility criteria for inclusion of a JPA in the JI PoA:

In general once a new potential JPA is eligible and accepted under the programme it shall qualify for 10 years of consecutive crediting.

As described above the programme shall be limited to shifting transportation from road to railway. To avoid the inclusion of transportation loads which would have been served via train services under business as usual, it is stipulated that railway transports which are on a total cost basis economically

more attractive than the alternatives – excluding the JI benefits – are excluded from the

programme.

Depending on the respective transport category this shall be proven for all relations collectively or in a case-by-case approach for each transport relation individually. This means that all transports, where the total costs for railway transportation is below the total costs calculated for road transportation, shall be excluded. This approach is very conservative as there are other barriers – apart from the financial barrier – which preclude railway transportation even for relations where railway offers the financially more attractive transport option.

According to respective project category (R1 – R4) different eligibility criteria for single JPAs

shall apply:

• In case of primary transports in Germany (R1 national) the most attractive of the possible shift relations are discussed in chapter E.2. (step 2) and Annex 4 of this PDD in a transparent cost analysis. As a rule all other measures/relations – which by definition are generally less attractive for rail services – shall be eligible for programme participation (benchmark approach). Eligibility of these transports shall also be granted if a cost analysis is provided that proves the additionality of the shift (individual approach).

• In case of primary transports in the CE-Pool (R1 international) a transparent cost analysis on a individual relation basis shall be provided. Eligibility of these transports shall be granted if a cost analysis is provided that proves the additionality of the shift (individual approach).

• In case of BSH international warehouse replenishments (R2) and the BSH maritime import/export cargo (R3) an individual in-depth cost analysis shall be applied. Eligibility of these transports is thus granted if a cost analysis that proves additionality has been provided.

• In case of partner transports (R4) defined procedures as per category R1 or R2/R3 apply, depending on to which of the transport categories the additional partner load is affiliated to.

• In general each JPA must satisfy de-bundling rules applicable to small scale project activities (see also section A.4.5.1 below).

• In case of all international transports (R1-R4) the effect of tank tourism shall be assessed and considered in the determination of a discount factor.

The eligibility criteria are also reflected in the supplementary agreement that must be filled in and stipulations be complied with before a new relation/JPA may enter the programme. Please also refer to Annex 5 where the supplementary agreement is presented.




A.4.4. Brief explanation of how the anthropogenic emissions of greenhouse gases by

sources are to be reduced by the proposed JI PoA or each type of JPA, including why the emission

reductions would not occur in the absence of the proposed JI PoA or each type of JPA, taking into

account national and/or sectoral policies and circumstances, as appropriate (assessment and

demonstration of additionality): The activities considered to be implemented by the programme will lead to reductions in road transportation and therefore to a decrease in fuel consumption and associated CO2 emissions.

There are two main effects leading to emission reductions in the programme:

• Increase of energy efficiency: specific energy demand of railway transportation is much lower than energy demand of road transportation due to several effects as:

o Less resistance of rail systems compared to road systems;

o Higher efficiency of electrical engines compared to diesel engines;

o Larger transport units.

• Fuel switch: the project leads to fuel switching from diesel to electrical energy. While emissions from diesel consumption are outside the scope of emissions trading, emissions from electricity generation are totally covered by the EU-ETS. This leads to further generation of emission reductions under JI.

Those emission reductions are additional:

• BSH does not plan to shift from road transport to railway as long as road transportation offers competitive prices compared to rail transportation. Higher overall costs of rail transportation result from either and/or:

o Transportation itself (freight cost, trans-shipment costs, additional logistics costs); o Capital costs due to longer transport times (longer lead times of goods in transit with rail

result in higher capital costs of goods); o Necessary investments for enabling the transportation shift (transhipment technology

such as building of terminals, yards, reach stacker vehicles and shunting vehicles); o Higher administrative costs (coordination of terminal operations, of two means of

transport, when using combined transport, of empties/equipment).

• It is shown in the absence of the proposed JI project emission reductions would not occur, because:

o No mandatory applicable legal and regulatory requirements to reduce in such grade the CO2 emissions from the transport sector are in force;

o Shifting from road transport to rail transport is economically not viable for the targeted relations. This is assured via participation criteria and the additionality check:

� R1 national on a individual or standardized benchmark basis;

� R1 international on a individualized basis;

� R2 and R3 on either individualized basis;

� R4 depending on whether there is co-shipment on a R1, R2 or R3 relation.

o Shifting from road transport to rail transport is not common practice in Germany and Europe; there are no similar projects in the transport sector up to now which are co-financed by CO2 income.




Because of the presented reasons, the continuation of the current situation is the most plausible scenario. The rationale is described in more detail in section E.2 where the stepwise approach of the latest version of the official additionality tool is applied.

A.4.5. Operational, management and monitoring plan:

For the management of the monitoring a JI handbook shall be established and will be available at verification. It contains also a section on management structure and responsibilities (here: A.4.5.1) as well as all relevant parts of the monitoring plan which have to be recognized during monitoring (here: A.5.2).

A.4.5.1. Operational and management plan for the JI PoA:

BSH as the managing/coordinating entity will supervise the process of monitoring on the level of the programme as well as for each included JPA. There are several BSH departments included which are responsible for different tasks as outlined in figure A-2 of section A.4.5.2 below:

• “Logistik der Region – Verkehrswesen” (LOR-V) • “Logistik ortsabhängig – Versand” (LOX-V, LOX), e.g. LOG-V for Giengen as regional

shipping point • “Logistik der Region – Technik” (LOR-T)

LOR-V at Munich headquarter is in charge for the coordination of all tasks and is represented by the contact person as outlined in annex 1. A supplementary agreement between the participant of the PoA and the managing entity will be concluded in order to document the participation. Before the inclusion of a new JPA is accomplished, the supplementary agreement, as attached in annex 5, has to be checked against the eligibility criteria by the managing entity. Both JPA and managing entity are part of BSH Bosch und Siemens Hausgeräte GmbH. Another important factor that should be controlled are the de-bundling rules. It should be ensured that each JPA requesting registration under this PoA is in fact no de-bundled component of a large-scale activity. This check shall be done according to the rules provided in section II “GUIDELINES ON ASSESSMENT OF DEBUNDLING FOR SSC PROJECT ACTIVITIES”, Annex 13, EB 54. According to that rule:

“5. The Board clarified that a proposed small-scale transport sector project activity involving boundaries/sources that are mobile, shall be deemed to be a debundled component of a large project activity if there is a registered small-scale CDM project activity or an application to register another small-scale CDM project activity: (a) With the same project participants; and (b) In the same project category and technology/measure; and (c) Registered within the previous 2 years. 6. The above clarification thereby excludes the condition to check that the project boundary is within 1 km of the project boundary of the proposed small-scale activity at the closest point and is also applicable to the guidance for determining the occurrence of debundling under a programme of activities (PoA).”




The SSC-JPA included in the PoA is not a de-bundled component of another JI programme activity (JPA) or JI project activity. As outlined in section E.1. 9 CDM methodologies are approved for the transport sector, two of these 9 methodologies would be applicable for this project. But so far, no shifting transport project (truck to train) was implemented in Germany. Furthermore, the total expected emissions reductions of the PoA in total are lower than the small scale threshold of 60 kt/a, therefore, all joining JPAs can be considered as non de-bundled component of a large scale activity, i.e. the de-bundling rules are fulfilled and no additional check is required.

A.4.5.2. Monitoring plan for each technology and/or measure under each type of

JPA:

The calculation of emission reductions will be performed for all JPAs based on real data gained from the commissioned carriers which were entered into the BSH systems by regional shipping points (ex-post

calculation). The calculation of the emission reductions is done by the web based software tool EcoTransIT. The monitoring plan outlined in figure A-2 shall illustrate the different steps, tasks and responsibilities over the transport categories R1-4. The detailed description of the monitoring plan and how the calculation of the emission reductions is done, is provided in section E.4.

Steps

Tasks

Frequency

Responsibility

Inclusion of New Route

• Show eligibility in regards to benchmark route R1or by individual calculation R2-R4• Calculate expected emission reductions on the

basis of the web based software tool EcoTransIT

Once within the crediting period

LOR-V(Central Logistics department)

Data Collection& Data Transfer

• Provide transport data out of BSH systems in standardized format

(SAP R0P)• Carrier provide informationregarding the train transport (portion of diesel/electrified)

yearly

LOX-V, LOX(Regional shipping points)

Monitoring Report

• Compilation of transportdata for the calculation ofemission reductions based

on the basis of the web based software tool EcoTransIT • Preparation of monitoring report for the verification

yearly

LOR-V and LOR-T(Central Logistics

departments)

Figure A-2: Monitoring Plan

The monitoring of the JPAs takes into account several stipulations regarding the so-called “project boundaries” of the measures. Only measures/emissions within the boundaries shall be included in the monitoring.

Regarding the project boundaries of the particular relation/JPA the following applies:

• Greenhouse gas emission reductions outside the geographical boundaries of Germany, although attributable to the project activities are not accounted for.

• JPA boundaries are defined by the respective JPA relation types as presented above in the transport relation categories R1-R3.




• They entail all traction technologies applied at the connection between production site and the cross-docking point/delivery or international shipping point/German border.

Table A-3:Emission sources within the project boundary8

Source Gas Included? Justification/Explanation

CO2 Yes Main emission source: combustion of diesel in truck engines result in CO2 emissions.

Ba

seli

ne

Fuel consumption for cargo transportation

N2O / CH4

No Minor emission source: excluded for simplification.

CO2 No Excluded for double counting reasons (electricity related emissions already EU-ETS covered). Cargo Transportation: indirect

emissions from electric traction N2O / CH4

No Minor emission source: excluded for double counting reasons (electricity related emissions already EU ETS covered)

CO2 Yes Emission source 1: Diesel traction may be used in transportation. Cargo Transportation: direct

Emissions from diesel rail traction N2O / CH4

No Minor emission source: Excluded for simplification.

CO2 Yes Emission source 2: pre- and/or post-carriage may be included at relations with no direct rail connection.

Cargo Transportation: emissions from pre-/post-carriage

N2O / CH4

No Minor emission source: excluded for simplification.

CO2 No Minor emission source: excluded for simplification.

Pro

ject

Cargo Transportation: emissions from reach stacker N2O /

CH4 No

Minor emission source: excluded for simplification.

The determination of emission reductions is based on a project tailored approach that meets

transparent monitoring. It includes:

• Baseline emission calculations per relation that apply estimated fuel consumption data on the basis of real implemented shifts per relation (replaced road transports);

• Project emission calculations per relation that consider all emissions from the new shifted rail transports (diesel based traction services) as well as from pre-/post-carriage;

• Special provision to account for nuclear power in the electrical grid/energy used for the railway transportation. According to the Marrakech Accords utilization of nuclear energy is not in line with the requirements for achieving emission reductions. Thus a respective share of the emission reductions shall be transparently discounted from the calculated ERU volume. Latest data from 2009 indicate a nuclear fraction in the energy mix of 24.31 % .

JPA specific project emissions:

• As a result of the fact that railway systems are supplied with electricity and thereby already covered by EU regulations for emission reductions, double counting from rail transportation is considered to be zero;

8 Emission sources within the boundary are defined as stipulated in AM0090.




• The project shall consider all other emerging emissions within the JPA boundaries, i.e. emissions from applied traction technologies, excluding de-minimis emissions (see Table A-3 above) Thus assessed emissions are from

o Pre-/post-carriage services by diesel-fuelled trucks;

o Diesel traction in rail services.

JPA specific baseline calculations shall consider:

• Emissions from diesel fuelled truck transport;

• Discounting effects of tank tourism (outside German inventory). For proving JPA additionality, the following shall be provided:

• Proof that participation criteria are fulfilled (in case benchmark analysis for national R1 is

applied), i.e. o Pre-/post-carriage in rail scenario is longer than in benchmark case; o Rail connection is shorter than in benchmark case.

• Transportation prices of relations from real offers by carriers for both rail and road transportation (R2-R4; for R1 where individual additionality demonstration is applied).

Above information are parts of the supplementary agreement which shall be checked before the inclusion of any new JPA. All monitoring parameters are highlighted in section E.

A.6. JI PoA approval by the Parties involved:

In June 2010 a Letter of Endorsement (LoE) by the German authority (DEHSt) has been obtained. With the project PDD at hand, the DEHSt approval (LoA) shall be obtained.




SECTION B. Duration of the JI PoA / crediting period

B.1. Starting date of the JI PoA:

The JI PoA starts with the first emission reductions which were generated as of 01/11/2010 after shifting of the first relation from road to rail from Germany to Spain. The monitoring requirements of the relations shall be fulfilled and full documentation shall be available. The timing depends on the lead times for rearrangement of the existing logistic infrastructure.

B.2. Expected operational lifetime of the JI PoA:

In general the programme shall support lasting shifts from road transportation to rail transportation.

B.3. Length of the crediting period:

According to ProMechG the crediting period may last until the end of 2012. A prolongation is contingent on the availability of a future post-2012 framework for project based mechanisms in Germany. Under such a framework BSH intends to extend the crediting period to a maximum of 10 years. The crediting period normally starts in Germany earliest with the issuance date of the letter of endorsement (LoE) which is the 10/06/2010. Till 31/10/2010 no route was shifted and therefore no emission reductions was generated. Therefore the crediting period shall start as of 01/11/2010.

SECTION C. Environmental impacts

C.1. Documentation on the analysis of the environmental impacts of each type of JPA,

including transboundary impacts, in accordance with procedures as determined by the host

Party(ies):

No negative environmental impacts are expected to accrue from the implementation of the proposed project activity.

Moreover it shall be stressed that it is fair to expect substantial positive secondary environmental effects – apart from climate protection effects. Those effects will materialize on a local, regional as well as national level. Realization of the project will immediately result in less truck transport, thus reducing the all-over impact of noise, soot emissions and traffic congestion.9

C.2. If environmental impacts are considered significant by the participants or the

host Party(ies), please provide conclusions and all references to supporting documentation of an

environmental impact assessment undertaken in accordance with the procedures as required by

the host Party(ies):

As described in C.1 above no negative impacts are to be expected. Thus this section is not applicable. 9 According to UBA even if nuclear energy was not used for traction, railway transport would still be the most environmentally friendly transport mode; on this see “CO2-Emissionsminderung im Verkehr in Deutschland”, publication no. 05/2010, p. 26.




SECTION D. Stakeholders’ comments

D.1. Information on stakeholders’ comments on the JI PoA, as appropriate:

The programme documentation shall be published on the website of TÜV SÜD Industrie Service GmbH (http://www.netinform.de/KE/Start.aspx). The commenting period shall start with this publication. No local stakeholder event shall be held.




SECTION E. Application of a baseline and monitoring plan for each technology and /or measure under each type of JPA

E.1. Description and justification of the baseline chosen for each technology and/or measure under each type of JPA:

This chapter describes the approach chosen to determine the baseline.

Currently only two of the so far 9 approved transport sector methodologies would generally be applicable to the project at hand: very general methodology AMS-III.C as well as AM0090 which was approved on 17 September 2010. The project at hand will apply a methodological approach which is tailored to the needs of the project measures.

Baseline emissions

The baseline scenario is the continuation of the existing road transportation, as regarding the respective relations there are neither financial incentives nor legal obligations for shifting from road to railway.

In case the project would not be implemented, it is assumed that the BSH road transport systems will remain in operation and the GHG emissions will continue the same trend or slightly increase due to increase in road transportation. This projection would be in line with the policy adjusted TREMOD-trend for the development of road and rail transportation emissions up to 2020.10 Please refer to additionality considerations in section E.2.

Baseline emissions are calculated on the basis of monitored information on the respective relations (starting point, destination) and the transport volume via the functionality tools of EcoTransIT World. Every JPA/relation shall be considered individually. By application of this baseline approach it is guaranteed that emission reductions are calculated on the basis of latest emission factors and experience of the calculation tool.

The relevant monitoring parameters are indicated in sub-sections of E.4.

10 See UBA (2010), “CO2-Emissionsminderung im Verkehr in Deutschland”, publication no. 2010/05, p. 29.




E.2. Description of how the anthropogenic emissions of greenhouse gases by sources are reduced below those that would have occurred in the

absence of the JI PoA or the JPA, as appropriate:

The following assessment of additionality is done according to the “Tool for the demonstration and assessment of additionality” from the CDM Executive Board, Ver. 5.2, EB 39.

The additionality test is – because of the programmatic project approach – generally made from both the perspective of an individual relation (JPA level) and of the programme as a whole (PoA level).

As BSH will be the managing as well as implementing institution of all activities, a single JPA perspective has been applied here.

Step 1: Identification of alternatives to the project activity consistent with current laws and regulations

Scenarios

Regarding the planned JI-project, the following alternatives have been identified:

• Scenario 1: Continuation of status quo

Shifting from road transportation to railway transportation is not to be applied, as there are neither economic advantages nor legal or other obligations which could prompt such a shifting.

• Scenario 2: Project scenario – modal shift from road to railway without JI

A shifting from road to railway transportation on certain relations as planned in the project is implemented. This is to be done without JI support.

• Scenario 3: Transportation via inland water vessel

Although in cases technically feasible, this scenario is very unlikely for geographical reasons as well as the likelihood of extreme water situations. Only in exceptional cases may it meet the BSH requirements for time-sensitive transportation services. Thus it is excluded from further consideration in this PDD.




Legal framework

There is no national or state specific statutory obligation to carry out any alternatives of the given cases. Therefore, in each of the relations there is a choice between different scenarios.

Currently, there is no relevant legal framework providing obligations to the truck-based logistic system. Nevertheless, there are exceptions for certain goods such as hazardous ones, where strict legal obligations exist. Those are not included in the given project. Thus realistic scenarios 1 and 2 are consistent with mandatory laws and regulations and none can be excluded in this step.

Step 2: Investment/Real price analysis

According to experts and decision makers from the transport sector, cost is most relevant to the choice of transportation mode. The reasons for this are indicated small margins in the transport sector as well as short-term contracts.11

An investment/full cost comparison analysis based on the unit cost of the transportation service (price/transport load per relation) shall be applied dependent on the respective transport category for several relations collectively or in a case-by-case approach for each transport relation individually.

In general the analysis shall cover all relevant shift-related costs and compares them to the truck-based baseline scenario.

In case of rail transport additional cost components like pre-/and post carriage by road or craning have to be considered in the calculation. The factors in table E-1 below constitute the most important price components:

11 See BMU/Min.Dir. Uwe Lahl (2007), presentation title: “Klima- und Umweltschutz: Welchen Beitrag können Güterverkehr und Logistik leisten?”, download (2010-03-22): http://www.bmu.de/verkehr/doc/pdf/39422.pdf




Table E-1: Cost components in road transport

Project scenario railway – price components

Direct transportation costs

• Railway transportation price (as per competitive quotation by shipping company)

• Pre-/post carriage (as per competitive quotation by shipping company)

• Craning costs

Indirect transportation costs

• Investment costs (such as for installation of rail siding or acquisition of reach stacker)

• Additional administrative costs (e.g. additional staff necessary for dispatching work at BSH terminal)

• Capital costs due to longer transport times (longer lead times of goods in transit with rail result in higher capital costs of goods) – for R2 and R3 only

In case of road transportation the transport price offered by competitive companies covers all costs on the respective relation. Thus this competitive quotation shall be used as reference.

BSH primary transports (R1 national)

For R1 transports from German production sites to German cross-docking points a cost comparison of different transport scenarios can be given. This calculation is being conducted for the most economically attractive among the eligible relations. As all other respective relations are less attractive for rail services transportation shifts, they may be judged additional too.

Generally all relations from the production facility in Giengen are more attractive for rail transport than relations from other production plants. This is linked to the fact that Giengen is the only facility where multi-modal rail transportation is possible directly from the plant and thus no pre-carriage (from plant warehouse to the rail shipping station) and related craning are necessary. Furthermore for a shift in transport mode, transports departing from Giengen are rather attractive as from Giengen long distance relations to destinations in northern/ mid-western German cross-docking points exist.




Thus conditions for high rail attractiveness are:

• longer rail distance connections;

• no/shorter pre-/post-carriage.

For Germany inside the CE-Pool an analysis of currently active relations shows that Giengen-Hamburg is the most attractive option for rail transport and therefore a cost analysis for this relation is provided (see Annex 3). It indicates prices for the alternative transports of train and truck. The results show that even for the most attractive relations rail transport is not competitive in this segment. By having shown that the most attractive relation for a rail shift is additional it is concluded that all other relations are additional also. This criterion is relevant for the inclusion of JPAs under the programme. Accordingly the calculation of the benchmark relation (Giengen-Hamburg – the benchmark relation may change for potential establishment of more attractive future relations) shall be repeated annually. Once a relation is accepted as JPA it shall be eligible for a maximum crediting period of 10 years.

BSH primary transports (R1 international)

Inside the CE-Pool there may also be transports to cross-docking points abroad. Potentially included countries are listed in Table A-2 (Characteristics of different transport categories) of section A.4.2 (Description of each type of JPA). Here before inclusion of new relations under the programme a cost calculation which includes all respective costs (see table E-1 above) shall be conducted on an individualized basis.

BSH international warehouse replenishments (R2)

Here before inclusion of new relations under the programme a cost calculation which includes all respective costs (see table E-1 above) shall be conducted on an individualized basis.

BSH container exports/imports (R3)

Here before inclusion of new relations under the programme a cost calculation which includes all respective costs (see table E-1 above) shall be conducted on an individualized basis.

BSH partner transports (R4)

Partner transports (R4) which will be sent together with BSH transports (R1-R3) shall be included according to the respective criteria as presented above.

Conservativeness




Once a relation is accepted as JPA it shall be eligible for a maximum crediting period of 10 years. The cost analysis for described (sub-)category R1 shall be conducted on an annual basis. Analysis for categories R2 – R4 shall be conducted before inclusion of a new relation into the programme. Thus for new programme entrants eventual shifts in transport prices shall be taken into account. The additionality of joining relations shall be guaranteed.

Step 3: Barrier Analysis

Step 3 of the additionality test is omitted.

Step 4: Common Practice Analysis

BSH Bosch und Siemens Hausgeräte GmbH (in the following: BSH) is currently using rail logistics whenever this option is technically feasible and economically reasonable. Via this approach in recent years a very high rail transportation share (e.g. 34% in export shipments in 2009) could be achieved over the years.12 At the same time, for Germany as a whole the share of national train transportation in the modal split is only 17.1% - with an even lower figure for the sub-segment of international transports (11%).13

In fact even in the exceptional case of BSH there are many remaining transport relations where road transport is predominant (R2, R3) or the only mode currently used (R1) while shift measures would be generally possible under given conditions of time sensitive transport schedules.

In case of BSH primary transports (R1) currently all load is transported via road transport. The principal reason for this is the high time-sensitivity of an on-demand delivery system. This may only be overcome by higher logistical efforts and support as foreseen under a JI programme. In general to the project proponent no such just-in-time supplier delivery scheme is known, where delivery is done via railway.

In case of international warehouse replenishment services (R2) transports may be sent via railway. As distances here are longer this is generally advantageous to railway transportation. Still statistical figures for Germany from 2006 indicate that substantial barriers exist and only 11% of all load is sent via railway.

12 For 2009 BSH transport data show that 34% of all export shipments were sent by train.

13 See UBA 2010, “CO2-Emissionsminderung im Verkehr in Deutschland”, publication no. 05/2010, p. 26f.




According to UBA analysis this is linked to substantial national barriers, notably different national regulation as well as incompatible technical standards. On the side of railway service providers there is an inadequate adjustment of services to the logistical needs of companies (notably “just-in-time” distribution).14

E.3. Further baseline information, including the date of baseline setting and the name(s) of the person(s)/entity(ies) setting the baseline for each

technology and/or measure under each type of JPA:

Baseline information as presented in this PDD was compiled in October 2010 by BSH Bosch und Siemens Hausgeräte GmbH with the support of PDD consultancy FutureCamp Climate GmbH.

E.4. Description of monitoring plan chosen for each technology and/or measure under each type of JPA:

BSH as the managing/coordinating entity will supervise the process of monitoring on the level of the programme as well as for each included JPA. There are several BSH departments included which are responsible for different tasks as outlined in figure E-1:

• “Logistik der Region – Verkehrswesen” (LOR-V) • “Logistik ortsabhängig – Versand” (LOX-V), e.g. LOG-V for Giengen as regional shipping point • “Logistik ortsabhängig – Versand” (LOX) for other regional shipping points • “Logistik der Region – Technik” (LOR-T)

LOR-V at Munich headquarter is in charge for the coordination of all tasks and is represented by the contact person which is outlined in annex 1.

14 See UBA 2010, “CO2-Emissionsminderung im Verkehr in Deutschland”, publication no. 05/2010, p. 27.




Steps

Tasks

Frequency

Responsibility

Inclusion of New Route

• Show eligibility in regards to benchmark route R1or by individual calculation R2-R4• Calculate expected emission reductions on the

basis of the web based software tool EcoTransIT

Once within the crediting period

LOR-V(Central Logistics department)

Data Collection& Data Transfer

• Provide transport data out of BSH systems in standardized format

(SAP R0P)• Carrier provide informationregarding the train transport (portion of diesel/electrified)

yearly

LOX-V, LOX(Regional shipping points)

Monitoring Report

• Compilation of transportdata for the calculation ofemission reductions based

on the basis of the web based software tool EcoTransIT • Preparation of monitoring report for the verification

yearly

LOR-V and LOR-T(Central Logistics

departments)

Figure E-1: Monitoring Plan

The inclusion of new JPAs (new routes) is overseen and decided by LOR-V and all supplementary agreements and the calculation of the expected emission reductions are archived at the central logistics department. If a route has once fulfilled the eligibility criteria then the inclusion is given for the whole crediting period. The data collection and data transfer is arranged by the regional shipping points, i.e. the input in the BSH systems (SAP R0P) is executed by the regional shipping points but is also available to the department LOR-V at the headquarter in Munich. SAP is used by BSH to coordinate and share logistic information between all departments in Europe, e.g. organise the international replenishment, the transport order to carriers and transfer delivery information to the selected carrier. All data is consolidated annually by the LOR-V to compile the monitoring report. Additional information regarding the train transport has to be collected from the carrier because railway companies are using alternatively trains with diesel and/or electricity. The reason is that not all tracks are electrified, but sometimes it is also that for railway companies it is also not economically feasible. The collection of this data is done centralized by BSH.




The calculation of the emission reductions for the present programme is based on the software tool EcoTransIT-World (Ecological Transport Information Tool Worldwide). All routes and the corresponding emissions as well as emission reductions are calculated with this tool. The input data are taken from SAP or will be delivered by the selected forwarders.

EcoTransIT-World is an web based software tool15 for assessing the environmental impact of transporting freight by various transport modes worldwide. The relevant determining factors are taken into account to find out the exact environmental impact (energy consumption, carbon dioxide, polluting emissions). The Institute for Energy and Environmental Research (ifeu), Heidelberg, and the Rail Management Consultants GmbH (RMCon), have developed EcoTransIT as an objective tool to quantify emissions from freight transport. This Project was initiated by a number of European railway companies. Being in charge of data collection and external communication the International Union of Railways (UIC) is a special partner and mentor of EcoTransIT. The UIC is the world-wide umbrella for international cooperation among railways and the promotion of the benefits of railway systems. EcoTransIT operates on a sound scientific basis with data that is accepted Europe-wide. The Institute for Energy and Environmental Research (ifeu), Heidelberg, is in charge of the scientific issues such as the environmental data. Ifeu used the Handbook on Emission Factors for Road Transport (HBEFA), data from the Assessment and Reliability of Transport Emission Models and Inventory Systems (ARTEMIS), the ecoinvent database and others. The German Federal Environmental Agency (Umweltbundesamt, UBA) provided data for the environmental compatibility of various transport modes car, a truck, rail, inland waterways and aircraft. The technical implementation and development of the relevant software were carried out by RMCon. IFEU developed also the calculation software “TREMOD - Transport Emission Model” on behalf of the German Federal Environmental Agency. TREMOD was developed within the scope of an R+D project which cover the analysis of motorised transport in Germany , i.e. its mileage, energy use and emissions. Part of the project is the development and updating of corresponding calculation software. This programme is called "TREMOD - Transport Emission Model" and is available as an updated version 5 since March 2010. Due to its volume and complexness, TREMOD is not available to the public16 and just used by UBA, Deutsche Bahn AG, Deutsche Lufthansa and a few others. These partners conceptually and financially support the enhancement of the model and its continuous updating to state-of-the-art scientific knowledge as well as new legislation and technology. TREMOD is harmonised with the Handbook Emission Factors for Road Transport (HBEFA) as well as EcoTransIT.

15 http://www.ecotransit.org/ecotransit.en.phtml

16 http://www.ifeu.de/english/index.php?bereich=ver&seite=projekt_tremod




E.4.1. Option 1 – Monitoring of the emissions in the JPA scenario and the baseline scenario:

For the monitoring, option 1 is chosen. The tool EcoTransIT provides the opportunity to calculate the JPA scenario and the baseline scenario, and generate on-demand respective reports in PDF form which shall be stored as proof for the emission reductions of the project activity. The calculation of the emission reductions with EcoTransIT is done 14 days before submission of the monitoring report for verification to the third-party at the earliest. The following described data are required input for the web based software tool EcoTransIT. For further information on the applied input variables and values, please refer to the background report which can be downloaded on the EcoTransIT website.17

E.4.1.1. Data to be collected in order to monitor emissions from the JPA, and how these data will be archived: ID number (Please use numbers

to ease cross-

referencing to E.5.)

Data variable Source of data Data unit Measured (m), calculated (c), estimated (e)

Recording frequency

Proportion of data to be monitored

How will the data be archived? (electronic/ paper)

Comment

ID M.1 Wy

Weight of net load

transported in year

y

BSH Ton calculated Every transport 100% SAP; Electronic as PDF

document

ID M.2 Average Train

weight (train)

Carrier Selection in

EcoTransIT:

500 t for short trains;

1000 t for average

trains;

1500 t for long trains;

determined Every transport 100% Central database

According to carrier

information, carrier

notification shall be

kept as proof.

ID M.3 Post-carriage

benchmark relation

R1 national

EcoTransIT km Measured Once 100% Electronic as PDF

document

ID M.4 Departure point for

transport route

(train)

BSH Address of location determined Once per

transport route

100% Central database Supplementary

agreement

ID M.5 Shipping

destination of

transport route


transport route


agreement

17 http://www.ecotransit.org/download/ecotransit_background_report.pdf




(train)

ID M.6 Drail

Distance of rail

transport route

EcoTransIT Kilometer (km) calculated Once per

transport route

100% Central database Drail:

Departure point:

ID M.4

Destination point:

ID M.5

ID M.7 EFrail, diesel

Emission factor for

rail transport

(diesel)

EcoTransIT tCO2/tkm calculated Once per

transport route

100% Central database Calculated from

EcoTransIT

ID M.8 Pre-carriage:

Departure point for

pre-carriage


transport route


agreement

ID M.9 DPre-carriage:

Distance of pre-

carriage route


transport route

100% Central database DPre-carriage:

Departure point:

ID M.8

Destination point:

ID M.4

ID M.10 EFpre-carriage:

Emission factor for

pre-carriage by

truck


transport route


EcoTransIT

ID M.11 Post-carriage:

Shipping

destination for post-

carriage


transport route


agreement

ID M.12 DPost-carriage:

Distance of post

carriage route


transport route

100% Central database DPost-carriage:

Departure point:

ID M.5

Destination point:

ID M.11

ID M.13 EFpost-carriage

Emission factor for

post-carriage by

truck


transport route


EcoTransIT

ID M.14 Rel

Electricity traction

as fraction of rail

distance

Carrier % determined Once per

transport route

100% Central database According to carrier

information, carrier

notification shall be

kept as proof.




Parameters which do not need to be monitored because a fixed default value setting is applied in EcoTransIT: General EcoTransIT standard default settings:

ID number (Please use

numbers to ease

cross-referencing

to E.5.)


Recording frequency



Comment

ID DG.1 Type BSH Selection in

EcoTransIT:

Heavy goods;

Average goods;

Light goods:

determined n/a n/a n/a Default selection

will be average

goods

ID DG.2 Handling BSH Selection in

EcoTransIT:

– ;

Bulk;

Container;

Other;


will be Container

ID DG.3 Ferry routing BSH Selection in

EcoTransIT:

Preferred;

Normal;

Avoid;


will be Avoid

Project (railway) specific EcoTransIT standard default settings:


numbers to ease

cross-referencing

to E.5.)


Recording frequency



Comment

ID DP.1 Type of Transport BSH Selection in

EcoTransIT:


will be Train




Truck;

Train;

Airplane;

Sea ship;

Inland ship;

ID DP.2 Load factor for

train

Default value

given by

EcoTransIT

Selection in

EcoTransIT:

Bulk: 100%;

Average goods:

60%;

Volume goods:

30%;


will be”volume

goods: 30%”

ID DP.3 Empty trip factor

(ETF) for train

Default value

given by

EcoTransIT

Selection in

EcoTransIT:

Bulk: 80 %;

Average goods: 50

%;

Volume goods: 20

%;


will be “volume

goods: 20%”

E.4.1.2. Description of formulae used to estimate JPA emissions (for each type, gas, source etc.; emissions in units of CO2 equivalent):

Project emissions are determined as follows:

))1(( , eldieselrailrailcarriagepostcarriagepostcarriageprecarriagepreyy REFDEFDEFDWPE −⋅⋅+⋅+⋅⋅=−−−−

Where: PEy Project emissions in year (y) [tCO2] Wy Weight of net load transported in year y [Ton] Dpre-carriage Distance of pre-carriage [Kilometer (km)] EFpre-carriage Emission factor for pre-carriage (truck) [tCO2/tkm] Dpost-carriage Distance of post-carriage [Kilometer (km)] EFpost-carriage Emission factor for post-carriage (truck) [tCO2/tkm] Drail Distance of rail transport route [Kilometer (km)]




EFrail, diesel Emission factor for rail transport where the train is operated with diesel [tCO2/tkm] Rel Electricity traction as fraction of rail distance [%] E.4.1.3. Relevant data necessary for determining the baseline of anthropogenic emissions of greenhouse gases by sources within the

JPA boundary, and how such data will be collected and archived: ID number (Please use

numbers to ease

cross-

referencing to

D.2.)

Data variable Source of data

Data unit Measured (m), calculated (c), estimated (e)

Recording frequency



Comment

ID M.1 Wy

Weight of net load

transported in year y

BSH Ton calculated Every transport 100% SAP; Electronic as PDF

document

ID M 14 Rel

Electricity traction as

fraction of rail distance

Carrier % determined Once per

transport route

100% Central database According to

carrier

information,

carrier notification

shall be kept as

proof. ID M.15 Emission standard

(truck) Carrier Selection in

EcoTransIT::

Euro-I;

Euro-II;

Euro-III;

Euro-IV;

Euro-V;

determined Every transport 100% Central database As obtained from

carriers’ tender

information;

Carrier

notification shall

be kept as proof.

ID M.16 Departure point for

transport route (truck)


transport route


agreement; equale

to ID M.8

ID M.17 Shipping destination for

transport route (truck)


transport route


agreement; equale

to ID M.11

ID M.18 DTruck

Length of transport

route by truck


transport route

100% Central database DTruck:

Departure point:

ID M.16




Destination point:

ID M.17

ID M.19 EFTruck

Emission factor for

baseline transport route

by truck


transport route


EcoTransIT

ID M.20 DFnuclear

Discount factor for

non-consideration of

nuclear energy in train

grid

Value is taken

from latest

available

figure

published of

DB Netze / DB

Energie

GmbH18

% determined Once per

verification

period

100% electronic Latest available

data

ID M.21 Diesel price margin

(Germany vs.

neighbouring

country/countries

Based on AvD

data on diesel

prices

(Automobilclub

von

Deutschland)

Website19

% calculated Once per

transport route

n/a To be determined based

on latest data.

Screenshot will be

stored.

This value shall

be determined

ID M.22 DFTT

Discount factor for tank

tourism

Based on

information

provided by

carriers/studies

% determined R1 INTL / R2 /

R3 / R4 INTL:

every 12

months

n/a electronic Values apply as

described in

E.4.1. (0.5 or 1)

18 http://www.db-energie.de/site/shared/de/dateianhaenge/infomaterial/energie/energie__strom__mix.pdf

19 http://www.weiterhilfe.de/benzin/diesel.php




General EcoTransIT standard default settings:


numbers to ease

cross-referencing

to E.5.)


Recording frequency



Comment

ID DG.1 Type BSH Selection in

EcoTransIT:

Heavy goods;

Average goods;

Light goods:


average goods

ID DG.2 Handling BSH Selection in

EcoTransIT:

– ;

Bulk;

Container;

Other;


will be Container

ID DG.3 Ferry routing BSH Selection in

EcoTransIT:

Preferred;

Normal;

Avoid;


will be Avoid

Baseline (truck) specific EcoTransIT standard default settings:

ID DB.1 Type of Transport BSH Selection in

EcoTransIT:

Truck;

Train;

Airplane;

Sea ship;

Inland ship;


will be Truck

ID DB.2 Load factor for

truck

Default value

given by

EcoTransIT

Selection in

EcoTransIT:

Bulk: 100%;

Average goods:


will be volume

goods: 30%




60%;

Volume goods:

30%;

ID DB.3 Vehicle type truck Carrier Selection in

EcoTransIT:

<= 7,5t

7,5 – 12 t

12 – 24 t

24 – 40 t

40 – 60 t


will be 24 – 40 t

ID DB.4 Empty trip factor

(ETF) for truck

Default value

given by

EcoTransIT

Selection in

EcoTransIT:

Bulk: 80 %;

Average goods: 50

%;

Volume goods: 20

%;


will be “Volume

goods: 20%”

E.4.1.4. Description of formulae used to estimate baseline emissions (for each gas, source etc.; emissions in units of CO2 equivalent):

Baseline emissions shall also consider effects of tank tourism (international relations only) as well as nuclear energy in the train electricity grid. A discount factor is applicable if the price difference between German diesel and diesel in the neighboring country/countries, to/from which or across which the cargo is being transported is larger than 6%.20 On the applicability of default values and how they are applied with regard to different relation types, please see section E.4.3 below. Applied treatment/value of default factor

• For domestic R1 relations BSH cargo is shipped with trucks that use German diesel only. BSH carrier use company owned petrol stations where fuel is considerably cheaper21 than in the general public market and gains from optimized time flexibility in refuelling accrue. If a carrier has no own petrol station, the small price difference in conjunction with the indirection to Austria or Switzerland, focused on origin Giengen for BSH routes, makes it

20 Referring to annex 4.

21 A study from Switzerland indicates price advantages of up to 10%; cf. Bundesamt für Energie BFE (ed.): Tanktourismus, Bern 2010.




necessary to refuel the trucks in Germany. Thus for national R1 relations tank tourisms is generally excluded and thus not further considered. For R1 the discount factor DFtt is generally neutral (value = 1)

• In case of international transports (R1 international, R2, R3, R4 international) a discount factor shall apply that reflects the price situation of fuel markets in neighbouring countries at the time when a new measure is included in the programme. The value shall be either a

o 50 % discount factor (value = 0.5) – applicable to relations where the diesel price level in the neighbouring country is lower by more than 6 % or a

o Neutral factor (value = 1) – applicable to relations where the diesel price level in the neighbouring country is lower by less than 6 %, including also cases like the Czech Republic where diesel is currently more expensive than in Germany.

For tank tourism, the following monitoring schedule shall apply to international relations (R1 international, R2, R3, R4 international):

• Two weeks before accession of any new international relation into the programme, the JPA shall be assessed in the light of latest relevant diesel prices (Germany vis-à-vis relevant neighbouring countries) and the value of the discount factor shall be defined (0.5 or 1);

• While the discount factor for tank tourism shall be determined once at accession of the JPA it shall be valid for the whole crediting period. For more information on tank tourism please refer to the Annex 4 (Monitoring Plan) of this PDD. A second discount factor considers the exclusion of nuclear generated electricity from the calculations. This discounting shall only be applied to the electricity based traction of the transport. Thus here again the relation of electricity vs diesel traction in train services is considered.

)1( nuclearelTTtrucktruckyy DFRDFEFDWBE ⋅−⋅⋅⋅⋅=

Where:

Wy Weight of net load transported in year y [Ton] DTruck Distance of rail transport route [Kilometer (km)] EFtruck Emission factor for truck [tCO2/tkm] DFTT Discount factor tank tourism [%] Rel Electricity traction as fraction of rail distance [%] DFnuclear Discount factor nuclear electricity in train grid [%]




The value of DFnuclear is equivalent to the fraction of nuclear energy in the utilized train grid (24.31% according to 2009 data). E. 4.2. Option 2 – Direct monitoring of emission reductions from JPA:

n/a E.4.2.1. Data to be collected in order to monitor emission reductions from each technology and/or measure under each type of JPA,

and how these data will be archived: ID number (Please use

numbers to ease

cross-

referencing to

E.5.)


Recording frequency



Comment

n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a E.4.2.2. Description of formulae used to calculate emission reductions for each type of JPA (for each gas, source etc.; emissions/emission

reductions in units of CO2 equivalent):

n/a




E.4.3. Treatment of leakage in the monitoring plan:

Leakage may occur regarding the production, distribution and transformation of the fuels (diesel) considered in the project.

However, in the methodology ACM 0009 “Consolidated baseline methodology for fuel switching from coal or petroleum fuel to natural gas” (Version 03, Sectoral scope 01 & 04, 28nd July 2006) it is set that to the extent that upstream emissions occur in Annex I countries that have ratified the Kyoto Protocol, from 1 January 2008 onwards, these emissions should be excluded, if technically possible, in the leakage calculations.

Therefore upstream emissions for diesel are not considered in the project.

Leakage may furthermore occur regarding the electricity production. These emissions arise almost exclusively in plants, which are subject to EU ETS, and in order to avoid double counting are not considered ion the JI project. This is an accepted approach for registered German JI projects at least if it can be shown that a potential increase of emissions in EU-ETS plants is lower than the emission reduction achieved in the JI projects. This is clearly the case for the considered project activities due to the lower specific energy demand of rail transportation. E.4.3.1. If applicable, please describe the data and information that will be collected in order to monitor leakage effects each type of

JPA: ID number (Please use

numbers to ease

cross-

referencing to

D.2.)


Recording frequency



Comment

n/a

E.4.3.2. Description of formulae used to estimate leakage for each type of JPA (for each gas, source etc.; emissions in units of CO2

equivalent):

n/a




E.4.4. Description of formulae used to estimate emission reductions for each type of JPA (for each gas, source etc.; emissions/emission

reductions in units of CO2 equivalent):

ER = BEtt,– PE – LE Where: ER Emission reductions BEtt, Baseline considering tank tourism and nuclear electricity PE Project emissions as calculated in section E.4.1.2. LE Leakage emissions; leakage emissions are 0 as described in section E.4.3.1. E.4.5. Where applicable, in accordance with procedures as required by the host Party(ies), information on the collection and archiving of

information on the environmental impacts of each type of JPA:

>> E.5. Quality control (QC) and quality assurance (QA) procedures undertaken for data monitored: Data (Indicate table and

ID number)

Uncertainty level of data (high/medium/low)

Explain QA/QC procedures planned for these data, or why such procedures are not necessary.

ID DG.1-3 low BSH select input value from EcoTransIT ID DP.1-3 low BSH select input value from EcoTransIT

ID DB.1-4 low BSH select input value from EcoTransIT

ID M.1 Low BSH use calibrated scale

ID M.2, 14-15 Medium According to carrier information

ID M.3-5, 8, 11, 16, 17 Low According BSH internal guidance

ID M.6, 9, 12, 18 Low Calculated on basis of BSH internal information

ID M.7, 10, 13, 19 Low - Medium Calculated on basis of carrier and BSH internal information

ID M.20 Low Provided by DB Netze / DB Energie GmbH

ID M.21 Low Provided by Automobilclub von Deutschland

ID M.22 Medium Derived by Study as described in E.4.1.




E.6. Name of person(s)/entity(ies) establishing the monitoring plan:

The monitoring plan has been established by BSH Bosch und Siemens Hausgeräte GmbH with the support of PDD consultancy FutureCamp Climate GmbH. For BSH contact details please refer to Annex 1.




Annex 1

CONTACT INFORMATION ON CORDINATING ENTITY AND PARTICIPANTS OF THE JI POA

Organisation: BSH Bosch und Siemens Hausgeräte GmbH Street/P.O.Box: Carl-Wery Straße 34 Building: City: Munich State/Region: Federal State of Bavaria Postal code: 81739 Country: Germany Phone: Fax: E-mail: URL: http://www.bsh-group.com/ Represented by: Title: Salutation: Mr. Last name: Shiroff Middle name: Neal First name: Samuel Department: Logistics Phone (direct): 0049 (0)89 / 4590 - 3039 Fax (direct): 0049 (0)89 / 4590 - 3249 Mobile: Personal e-mail: [email protected]

Partner companies (JPA type R4) that sent additional load/cargo via the newly established BSH rail relations (JPA type R1-R3) shall not be considered as participants under the programme (see also A.3). Thus per definition they are not included here.




Annex 2

JPA’S INFORMATION TABLE

JPAs included in the JI PoA No. Name

of the

JPA

Type

of JPA

Brief

summary

Geographic

al reference

Name and contact

detail of the

responsible for the

operation of the JPA

Host

Party(ies)

Starting

date

Length of

the crediting

period

Estimation

of emission

reduction

(tCO2)

Information confirming

that all eligibility

criteria described in

Section A.4 and Section

E of the JI PoA-DD are

met and a description

on how they are met

Confirmation that the

JPA has not been

determined as a single

JI project or under a

different JI PoA

1 R1.1 R1 R1

national

shift to rail

Giengen -

HH

Mr. Shiroff (see

Annex 1)

Germany 01.04.2011 31.03.2021 118.99 Supplementary

Agreement Referring to de-

bundling treatment in

section A.4.5.1.

For JPA type R4 (additional cargo from partner companies) so far there is no real case. Still as the characteristics of the R4 will be identical to either real case R1.1, R1.2 or R1.3 such indication of a real case shall not be necessary. Example calculation no.1 on the basis of figures from 2009 for R1.1:

(1) ERy = BEy – PEy – LE ER2009 = 140.9 tCO2 – 21.91 tCO2 – 0 tCO2

ER2009 = 118.99 tCO2 Where: ER Emission reductions BEy Baseline considering tank tourism and nuclear electricity PEy Project emissions as calculated in section E.4.1.2. LE Leakage emissions; leakage emissions are 0 as described in section E.4.3.1.

(2) )1( nuclearelTTtrucktruckyy DFRDFEFDWBE ⋅−⋅⋅⋅⋅=

BE2009 = 3865 t * 672.35 km * 0.0000679 tCO2/tkm * (1 - 0.8281 * 0.2431) BE2009 = 140.9 tCO2




Where: W2009 3865 t Dtruck 672.35 km (road distance „Giengen an der Brenz“ to „Norderstedt“)

EFtruck 0.0000679 tCO2/tkm = 176.62 tCO2/(672.35 km * 3865 t) DFTT 0.06 Rel 0.8281 = 672.35 km/811.95 km DFnuclear 0.2431 (3)

))1(( , eldieselrailrailcarriagepostcarriagepostcarriageprecarriagepreyy REFDEFDEFDWPE −⋅⋅+⋅+⋅⋅=−−−−

PE2009 = 3865 t * (0 km * 0 tCO2/tkm + 30.42 km * 0.0000689 tCO2/tkm + 811.95 km * 0.0000256 tCO2/tkm * (1-0.8281) PE2009 = 3865 t * 0.005669 tCO2/t = 21.91 tCO2 Where: PE2009 21.91 tCO2 W2009 3865 t Dpre-carriage 0 km EFpre-carriage 0 tCO2/tkm = 0 tCO2/(0 km * 0 t) Dpost-carriage 30.42 km (road distance „Hamburg-WHOF EUROK T“ to „Norderstedt“) EFpost-carriage 0.0000689 tCO2/tkm = 8.10 tCO2/(30.42 km * 3865 t) Drail 811.95 km (rail distance „Giengen an der Brenz“ to „Hamburg-WHOF EUROK T“) EFrail, diesel 0.0000256 tCO2/tkm = 13,68 tCO2/(138,19 km * 3865 t) (rail distance „Giengen an der Brenz“ to „Kornwestheim UBF via Ulm“) Rel 0.8281 = 672.35 km/811.95 km




Annex 3

BASELINE INFORMATION

These information are confidential but were provided for the reason of determination to Tüv-Süd in a corresponding document.




Annex 4

MONITORING PLAN

Tank tourism is an issue that shall be controlled in this project.

Figure E-2 indicates the fuel price situation throughout Europe. European fuel prices are strongly influenced by national taxation. Although already in March 2007 the European Commission has made a proposal for harmonization of EC fuel prices – mainly driven in an attempt to tackle distortions in the EC transportation market (IP/07/316 ) – still effective nationally implemented legislation is lacking and fuel prices in the EC market vary considerably between countries. Figure E-2. below illustrates this with data from December 2010. While the average petrol station price for diesel in Bulgaria was just 1.07 €, prices in GB were as high as 1.47 €. German diesel is roughly in the middle of this price range but still more expensive than the average of compared national European prices (1.21€).

In spite of aforementioned differences, the unfavourable German diesel price level in comparison to many neighbouring countries does not lead to tank tourism in certain cases. Firstly, effects from fuel tourism (= domestic consumption of imported fuel) do not accrue in the case of relations of R1 national (see detailed explanation below).

Secondly a certain price tolerance that limits or even neutralizes the effects could be identified. A study by German Bundesamt für Güterverkehr exemplified this in the case of German cargo that is being sent to France. It states that “there is only little tanking by the participating shipping companies [reported] because French [and German] diesel prices have converged.22

Figure E-2: Diesel prices throughout

Europe (week 49/December, 2010) 23

The study reflects the market behaviour at a time when the German price level was 6 % above the French one (mid 2009). This value shall be used a threshold value in the application of a discount value for tank tourism on all international relations under the programme.

22 See Bundesamt für Güterverkehr: “Marktbeobachtung Güterverkehr”, p.9.

23 Weekly update of average diesel prices in Europe is provided by AvD (Automobil von Deutschland) and published on the following website: http://www.weiterhilfe.de/benzin/diesel.php).

1.49 €

1.36 €

1.22 €

1.10 €1.27 €

1.06 €

1.13 €

1.16 €

1.18 €

1.15 €

1.20 €

1.25 €1.15 €

1.20 €

1.29 €

1.26 €

1.20 €

1.23 €

1.21 €

1.47 €1.26 €

SLO 1.19 €

1.29 €

LUX 1.06 €

1.07 €

1.09 €

1.49 €

1.36 €

1.22 €

1.10 €1.27 €

1.06 €

1.13 €

1.16 €

1.18 €

1.15 €

1.20 €

1.25 €1.15 €

1.20 €

1.29 €

1.26 €

1.20 €

1.23 €

1.21 €

1.47 €1.26 €

SLO 1.19 €

1.29 €

LUX 1.06 €

1.07 €

1.09 €




Annex 5

Supplementary Agreement

Figure Annex-5-1: Supplementary Agreement – Page 1




Figure Annex-5-2: Supplementary Agreement – Page 2

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