stoa project “eco-efficient transport” lunch debate, european parliament, brussels, 7.5.2013
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STOA Project “Eco-Efficient Transport” Lunch Debate, European Parliament, Brussels, 7.5.2013. Jens Schippl (KIT- ITAS) On behalf of the ETAG Consortium. Structure of the Presentation. Background and approach of the project Scenarios on eco-efficient transport - PowerPoint PPT PresentationTRANSCRIPT
KIT – University of the State of Baden-Wuerttemberg and National Research Center of the Helmholtz Association
INSTITUTE FOR TECHNOLOGY ASSESSMENT AND SYSTEMS ANALYSIS (ITAS)
www.kit.edu
STOA Project “Eco-Efficient Transport” Lunch Debate, European Parliament, Brussels, 7.5.2013
Jens Schippl (KIT- ITAS)On behalf of the ETAG Consortium
2 European Technology Assessment GroupITAS DBT FCRI ISI IST ITA TC RathenauETAG
Structure of the Presentation
1. Background and approach of the project
2. Scenarios on eco-efficient transport
3. Results from the stakeholder consultation
4. Key areas towards eco-efficiency
5. Conclusions
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3 European Technology Assessment GroupITAS DBT FCRI ISI IST ITA TC RathenauETAG
A need for eco-efficient transport
Transport is a basic pillar of economic growth and quality of life
Transport comes along with several negative externalities: Emission of GHG, other pollutants (PM) and noise Segregation, land use, losses in biodiversity Congestion and raising oil prices are challenges for mobility of people
and goods
Some illustrative figures: 1995 - 2009, GDP grew annually by 1.8%, while passenger transport
grew an average of 1.4% and freight transport 1,2%. Further growth is expected - mainly in the freight sector GHG emissions from transport continue to grow, while they are
decreasing in other sectors. Transport still relies almost entirely on oil Transports share of the final energy consumption was around one
third (31.5%), up from 26.3% in 1990. 82% of the total energy used in transport can be attributed to road
transport
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Aims and approach of the project
The project aims at achieving a better understanding on the feasibility and desirability of approaches towards eco-efficient transport
Approach in a nutshell: Technology assessment supported by a consultation of stakeholders with scenario building as an integrative element
Qualitative scenarios were developed and quantified with the transport model ASTRA (modelling was carried out by TRT Trasporti e Territorio, Italy)
The feasibility and desirability of the scenarios and their elements was the subject of a stakeholder consultation (managed by DBT)
Note: scenarios are not used for predicting the future but
• to learn about differing views on the pros and cons of different approaches
• because they offer a systemic view on the mutual relationship between factors that are important for the development of a complex system
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Phase 1: Scoping phase - Overview on eco-efficient transport
Phase 2: Assessing the potentials of eco-efficient technologies and concepts
Phase 3: Designing draft scenarios on eco-efficient transport futures (supported by TRT Trasporti e Territorio)
Phase 4: Stakeholder consultation on scenarios / elements of the scenarios (supported by Danish Board of
Technology)
Phase 5: Final version of scenarios and final report
Project Structure
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Conceptualisation of eco-efficient transport
Eco-efficient transport is understood as getting access to a certain activity/purpose (working, shopping, recreation, etc.) with a smaller ecological footprint
In the project: Main focus on emissions and energy consumption (reference to LCA where possible)
Three basic strategies to achieve more eco-efficiency in transport:
1. Making transport modes cleaner (users/goods use the same modes)
2. Changing the modal split (users/goods use different modes)
3. Reducing growth rates in transport demand (users/goods have different origins/destinations)
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Scenario approach
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REF Reference, cf. GHG-TransPoRD
AFS Advanced framework scenario
I Scenario I AFS + ‚cleaner modes‘
II Scenario II AFS + ‚modal shift‘
III Scenario AFS + ‚reduced growth‘
Full Full scenario AFS + I + II + III
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Advanced framework scenario (AFS)
General assumptions that apply to all scenarios:
Focus is on road, rail and waterborne transport (excluding aviation)
There is a continuous, though moderate growth in GDP (+1,7%)
a rather technology-optimistic approach was applied
> high - sometimes extremely high - rates in innovation / technological change
> Strong progress in science and technology development has been made
> R&D investment is still high in general
> European economies are driven by a sort of “Green New Deal” Clean technologies are a key pillar of EU competitiveness
> Most of the energy consumed comes from renewable sources
In this context, it is possible to establish stringent standards and strong incentives for technological progress
Older people are much more active and mobile compared to 2010
Younger people in urban areas are more flexible in modal choice
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Scenario I, II und III
Scenario I: Cleaner ModesSpeed limits all over Europe; efficiency and CO2 taxes are phased in for all modes; fossil fuels banned after 2040
Energy density of batteries allow for ranges about 400km; trucks running on gas or hydrogen; extreme increase in energy efficiency of trains and vessels; breakthrough in ultra-light, robust, cheap, and recyclable materials
Scenario II: Modal Shift
Speed limits all over Europe; efficiency and CO2 taxes are phased in for all modes; subsidies on basis of top runner model; fossil fuels banned after 2040
Extreme high toll for highways and national roads across Europe; extreme subsidies for investments in infrastructure for intermodality; extreme subsidies for investments in infrastructure for rail and water; ICT makes PT system much more attractive
Scenario III: Avoid and reduce physical transport
Oil price of around 300$/barrel; accelerated urbanisation – increasing importance of regional clusters of production and consumption > shift of mobility on shorter trip length; reduction in long-distance holiday trips;
Extreme increase in Tele-X (tele-working, tele-shopping, video-conferencing etc.)> reduction in transport activities; Increased load factors of HDV and LDV
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Main settings of the scenarios
Advanced
Framework
scenario (AFS)
Scenario I Scenario II Scenario III
Main focus on Technology
optimistic
approach
Market penetration
of cleaner
technologies
Shift to more eco-
efficient modes
Avoiding and
reducing physical
transport
Main policy
orientation
towards
“Green new deal” R&D, regulations
and incentives
Financing of
infrastructures
Fostering virtual
mobility and eco-
efficient land-use
planning
Main technological
changes are
related to
Various Fuels & propulsion
+ vehicles / vessels
Infrastructures +
clean technologies
ICT
Consequences for
the users
Not many changes
in travel patterns
The same modes
being used by users
and for goods -
unchanged travel
patterns
A shift to other
modes regarding
users and goods
but origins and
destinations
basically remaining
the same
Origins and/or
destinations
changing, and in the
passenger sector a
shift from trips to
virtual mobility
taking place
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STOA-scenarios: CO2-reductions
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0
20
40
60
80
100
120
2010 2015 2020 2025 2030 2035 2040 2045 2050
Inde
x 19
90=1
00
comparison Index CO2
REF:GHG_TransPoRD
AFS
Scenario 1
Scenario 2
Scenario 3
Scenario FULL
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STOA scenarios: transport demand
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000(b
illio
n pk
m/t
km)
scenarios transport demand (2050)
Passengerdemand
Freightdemand
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STOA scenarios: car fleet composition
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
(in
%)
car fleet composition (technology 2050)
Fuel cells
Biofuel
Electric
Hybrid
LPG
CNG
Diesel
Gasoline
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Modal Split Passengers
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
(com
pute
d on
p-km
)modal share - passengers % (2050)
Slow
Air
Train
Bus
Car
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Modal Split Freight
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
(com
pute
d on
t-km
)modal share - freight % (2050)
Maritime
Rail freight
Road freight
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Preliminary conclusions
AFS achieves more eco-efficiency than the REF - but does not meet WP goals
Scenario I: Extreme technological change is assumed and high acceptance for corresponding policy > likeliness can be questioned
Scenario II: not that much dependent on technological progress but modal shift is hard to achieve; investments in infra for modals shift and for cleaner fuels needed
The overall eco-efficiency of scenario I and II strongly depend on developments in the energy sector
Scenario III: “Success” not so dependent on developments in the energy system; further developments in virtualisations are uncertain (but surprises are possible); societal acceptance unsure but crucial; approach of just cutting physical mobility might be too simplistic
Scenarios I, II and III are able to met the WP targets for CO2 (on TTW basis) > but with different approaches
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Stakeholder consultation
The stakeholder consultation was carried out in two steps:
1. A survey was conducted to collect opinions related to the feasibility and desirability of elements of the scenarios
2. A workshop was carried out. The results of the survey were used to focus and trigger the debate in the workshop.
The invited stakeholders were mainly Brussels-based organisations in the transport area and the workshop was held in Brussels.
10 days before the workshop at the 22.1.2013 stakeholder received background information including summaries of the scenarios
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Questionnaire and workshop on thesis/ assumptions
> your own expertise
> in which period would you expect this development to become true
> Which of the following factors could impede this development
> Is this development desirable
> Reaching this developments would have the following impacts
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14 Thesis (1-7) – extracted from the scenarios
1. Half of the road based freight transport (tkm) in the EU will be carried out by alternative propulsion technology (e.g. by hydrogen, gas, or biofuels).
2. More than half of the passenger cars sold per year will be battery electric vehicles with driving ranges of 400–500 km.
3. Only local zero emission (tank-to-wheel) passenger vehicles will be allowed in European cities of more than 100.000 inhabitants.
4. In Europe, half of the passenger kilometres travelled by car will be made using full autonomous driving systems. This allows driving without human assistance as the car keeps the road and navigates on its own.
5. An interoperable electronic ticketing application for public transport will be available all over Europe. This will enable users to use the same means of payment for different modes and services (including conventional public transport and e.g. bike-sharing, car-sharing).
6. In Europe, public transport, cycling (including e-bikes) and walking will have a modal share of 75 % in urban areas of more than 100.000 inhabitants.
7. An interoperable road charging system on the trans-European road network will be implemented in all EU states, taking account of the external costs of air pollution, noise pollution and congestion.
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14 Theses (8-14)
8. A sophisticated EU regulatory framework (e.g. loan guarantee schemes, risk facility funds, creation of additional revenue streams) will make infrastructure investments more attractive to the private sector. That way, private capital will bear half the EU infrastructure development costs.
9. Common technical, administrative and legal standards will be identical in the European rail network. This will enable operators to seamlessly run trains across Europe.
10. The freight transport volume (tkm) on inland waterways will increase by 50 % (compared to 2012).
11. In waterborne transport, operational improvements (e.g. speed reduction, autopilot upgrade) and new technologies (e.g. alternative propulsion systems, propeller design, auxiliary use of wind power) will lead to a reduction of greenhouse gas emissions by 50 % (compared to 2012).
12. Widespread application of tele-x (tele-working, tele-shopping, video-conferencing, etc.) will lead to a reduction of transport-related greenhouse gas emissions by 25 % (compared to 2012).
13. A trend of regionalisation (driven by e.g. transport costs, societal values and related policies) will lead to a stronger spatial concentration of production and consumption of goods and services.
14. Underground transport systems (urban freight tubes) will be implemented and used for more than half of the urban goods distribution in larger European agglomerations (> 500.000 inhabitants).
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Results of the workshop I
Overall agreement on focusing on core elements of scenario II as the most robust scenario – in combination with some mobility elements in scenario III
Scenario I could be an enabler for scenarios II and III – especially in times with a high need for growths impulses and employment.
Lack of societal acceptance as impeding factor in scenario III – thesis
Many stakeholders emphasized the need for “mobility management” (ICT- based for integrating different transport modes)
Technical approaches of scenario I are needed anyway to cope with future challenges – but there is a need to look beyond technologies
Eco-efficient transport is also about service, attractiveness, information, planning, cooperation, usability, management and alternative mobility options
Better infrastructure for modal shift has to be pushed through public funding and subsidies for investments in infrastructures
b
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Results of the workshop II
An eco-efficient development in transport also requires that individual citizens change their transport behaviour (as in scenario II and III)
Incentives are necessary to change people’s transport behaviour. “We could profit from better understanding of the transport needs and behaviour in order to foster changes”
A gap between European policy and reality was identified; EU needs to have more focus on the implementation of EU strategies
In many cases (in particular for scenario II) uncoordinated institutional actions and responsibilities hinder a more eco-efficient transport system
Critics of public transport systems: also at member state level lack of coordination between different operators of public transport lead to a public transport system, which was not easy to use, not flexible, convenient or assessable.
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Results of the workshop III
Feasibility and desirability of alternative fuels for the freight sector and progress in battery technologies was assessed rather positively in the survey
Investments needed to implement the supporting infrastructures: “Industry alone is not able to sustain alternative fuel vehicles and infrastructure roll out”
Thesis on integrated ticketing was rated with high feasibility and desirability
Relative high desirability + feasibility for thesis on tele-X (tele-working, tele-shopping etc.)
Harmonised standards for rail was assessed as uncertain but highly desirable
Main controversies on measures restricting car transport in urban areas. A majority welcomed these approaches but there were clear critical voices as well, pointing at negative consequences on the economy
Controversial opinions related to desirability and impacts were also characteristic for thesis 7 regarding the road charging system
High degree in uncertainty can be observed for feasibility and desirability of thesis on autonomous driving (No 4) of thesis on infrastructure investments (No 8) of the thesis 12 on regionalisation (No 12)
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“Key areas” for reaching scenario II
Twelve key areas were identified that are of major relevance for realising scenario II (which was considered as the most promising one)
1. Energy system
2. Cleaner cars
3. Cleaner trucks
4. Smart logistics
5. Automation
6. Integrated ticketing
7. Access instead of ownership
8. Shift to rail
9. Shift to short sea and inland shipping
10. Awareness of / making use of changes in habits and attitudes
11. Urban Design
12. Mobility pricing
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Key area “Energy System”
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Skinner et al. Pasaoglu et al.Highly
STOAScenario 2
Skinner et al. Pasaoglu et al.Highly
STOAScenario 2
in %
Assumed alternative propulsion car fleet compositions 2030/2050 (EU 27)
Fuel cells
Electric
Hybrid
LPG
CNG
Biofuels
20502030Notes: Diagram excluding gasoline/dieselSources: Own diagram, figures rounded and adapted from Skinner and
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Key area “Energy System”
Scenarios show: different fuels mixes are possible in the future
Scenario I and II: energy mix is highly crucial for the eco-efficiency of the scenarios > electricity and hydrogen in transport
In the survey the alternative fuels thesis were rated as very desirable and feasible
Transport share of energy consumption 31,5% > transport matters for energy; energy matters for transport
Future energy system: design is uncertain
Higher shares in fluctuating renewables in the energy system are envisioned > Storage + flexible approaches important
Flexibility as a quality criteria
Example for an flexible approach: Windgas
Makes use of excess power from windmills to produce H2, Biogas, electricity
Biogas but also H2 can be stored in the exiting gas network
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Key area “Automation” Thesis 4: In Europe, half of the passenger kilometres travelled by car will be made using full autonomous driving systems. This allows driving without human assistance as the car
keeps the road and navigates on its own. Desirability and feasibility are uncertain
The trend is visible: driver assistance systems, automation in aviation, the google-car, driverless shuttles, unmanned air vehicles, progress in robotics etc.
Can be beneficial for eco-efficiency: e.g. more efficient organisation of transport, fuel efficient driving, platooning (convoys)
Can also increase the competitiveness of car transport > hamper modal shift
New business models possible
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> Important issue, because it might change the whole system
> more knowledge on potentials and impacts needed; including aspects of user acceptance
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Conclusions
Scenario II is most robust > modal shift needed but difficult to achieve
Systemic perspectives are needed to assess eco-efficiency.
LCA needed to assess the ecological footprint of single technologies or approaches
Also systemic perspectives needed to assess impacts in a broader context
R&D strategies for alternative fuels and propulsion technologies need to be embedded into a broader context (LCA, systemic view, user acceptance; cross-cutting roadmaps)
Stakeholders argued that there was too much focus on fuels and technologies
ICT: effective, bottom up, high dynamics, innovative, huge potentials
High relevance of non-technical factors > Many developments are impeded because of uncoordinated political actions (e.g. shift to rail)
Better understanding of the consumers and the market needed
Mobility management: broad agreement on general level but controversy on how to realised it
Better integration of land-use planning and transport planning is crucial
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Conclusions (continued)
Policies should take the following points into account:
1. Research and development remains a basis for more eco-efficiency
2. More focus on understanding and un-locking the potentials of ICT
3. New business models (car-sharing, car2go, dynamic-rider-ship) are low-hanging fruits
4. LCA and systemic perspective needed (flexibility as an criteria)
5. Understanding consumers / markets (needed for scenario II)
6. Co-ordination and harmonisation
7. Long-term strategies (land-use planning) needs to take long-term acceptability into account
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