Energy efficiency in the transport sector

The distribution of energy use in the transport sector in the United States of America is presented and analysed in terms of the efficient use of energy in various applications. Comparisons are drawn with other modelling efforts.     

Energy policy in transport and transport policy

Explanations for, and indirect evidence of, imperfections in the market for private passenger vehicle fuel economy suggest there is a reasonable case for combining fuel economy standards and fuel or carbon taxes to contribute to an energy policy that aims to reduce greenhouse gas emissions and improve energy security. Estimates of key elasticities, including the rebound effect, indicate that the positive and negative side-effects of fuel economy measures on transport activities and external costs are limited. However, an energy policy for transport does not replace a transport policy that aims to manage the main transport externalities including congestion and local pollution. Conventional marginal cost estimates and standard cost-benefit reasoning suggest that policies that address congestion and local pollution likely bring benefits at least as large as those from fuel economy measures. But the large uncertainty on the possible effects of greenhouse gas emissions constitutes a strong challenge for standard cost-benefit reasoning. Emerging results from methods to cope with this uncertainty suggest that policies to stimulate the widespread adoption of low-carbon technologies in transport are justified.     

Energy intensity and structural change in eastern europe: Methodology and case study of Hungary

Historical energy use in the industrial and transport sectors of the Hungarian economy is investigated using Divisia analysis to separate changes in aggregate energy intensity into components such as structural shift and process efficiency change. It has been found that the effect of structural change, commonly thought to be a source of reducing energy intensity in such economies has, for Hungary, generally been a less significant influence than efficiency improvements and has mostly acted to increase energy use. Major improvements in the efficiency of industrial fuel use in the last ten years are identified. Within the transport sector, efficiency has improved considerably, but the effects have been partly balanced by a trend to more energy-intensive modes. Comparison is made of the results with those reported in the literature for other developed and developing countries.     

Energy efficiency in transport and mobility from an eco-efficiency viewpoint

European Union countries’ current energy policies for the transport sector promote, amongst other initiatives; urban mobility plans, the renewal of fleets of cars and industrial vehicles and the introduction of biofuel. From the point of view of eco-efficiency and Life Cycle Assessment (LCA), energy policies must go further. The objective of this paper is to analyse the current transport model and the policies on energy efficiency being promoted in the EU from a LCA point of view. Special attention has been paid to private vehicles, in assessing the environmental impact of the various stages of manufacture, their use and disposal, and the consequences of plans to renew fleets. How old should a vehicle ideally be so that when it is changed, the embodied energy in the materials of the vehicle is less than the gain in energy efficiency due to changing the model for example? In addition the paper analyses the different means of transport in the energy consumption-time ratio from a LCA viewpoint. The fact that reducing transport times leads to greater energy consumption gives rise to the question: how long does nature take to repair the environmental damage caused?     

Energy conservation investments: A comparison between China and the US

Growth in energy consumption in China has soared from 2001 to 2004, driven largely by a booming economy and heavy investment in infrastructure and housing. In response, China has poured billions of dollars of investment in building power plants—at a rate of one large power plant (1000 MW) per week. In fact, China in 2004 has added the entire generating capacity of California or Spain in a single year. In contrast, investment in energy conservation projects has weakened considerably in recent years. This paper examines trends in energy efficiency investments in China and the US. The comparison highlights the potential of energy conservation investments in addressing China's current energy crisis as well as the inadequacy of such investments in China. Finally, the paper outlines a few scenarios for appropriate levels of investments in energy efficiency in China in the future.     

CO2 and energy efficiency car standards in the EU in the context of a decarbonisation strategy: A model-based policy assessment

The European Union introduced CO₂ emission standards on cars as an obligation to manufacturers to reduce carbon footprint of cars in EU transportation. The car industry is already marketing low carbon emitting technologies to adjust to the 95 gCO₂/km target set for 2020. An alternative policy option is setting energy efficiency standards, measured as energy consumption per kilometre. A policy based on a long-term commitment on continuously decreasing standards and the choice of the focus between CO₂ or energy efficiency will strongly influence car technology choice. The aim of this paper is to assess these candidate policies for the EU in terms of effectiveness, costs and emission implications until 2050 on the basis of scenarios quantified using the PRIMES-TREMOVE energy economic transport model. The scenarios assume various configurations of the standards and the assessment draws on comparisons to a Reference scenario which does not strengthen standards after 2025. The analysis shows that restructuring the EU car fleet towards significant reductions of energy consumption and CO₂ emissions is affordable provided that preconditions are met regarding technology progress and development of refuelling/recharging infrastructure. CO₂ standards allow a diversified use of technologies, while efficiency standards are more “risky” favouring a single technology.     

UK energy 1970–2000: facts and fantasies

This is an edited version of a paper presented to the London and Southern Gas Association in February 1983. It sets out a central view of future UK energy and contrasts the small changes which are foreseen with the radical developments of the last 10 years. It therefore asks how wrong the central view could be, and sketches out some alternative fantasies of what might happen — extensive conservation and energy surplus; complacency and energy crisis; more work from home and possible decentralization of energy supplies. Finally, it describes some of the applications within the gas industry of long-term views about energy.     

A longitudinal analysis of the UK transport sector, 1970–2010

This paper presents an overview of the resource consumption and environmental impact of the United Kingdom's transport system for the period between 1970 and 2010. For the purpose of this analysis the concept of exergy has been employed both to quantify and aggregate the energy used and the atmospheric emissions arising from the sector. Our analysis illustrates and elucidates the disproportionate increase of the overall exergy consumed by the transport sector when compared to that of other UK economic sectors. Furthermore, its environmental impact and, in particular, the trends in the emission of the main ambient air pollutants and greenhouse gases is discussed. Exergy efficiency and intensity time series are also calculated and recommendations are made in order to minimize the sector's environmental impact and to facilitate a shift towards a more sustainable transport system.     

Energy efficiency in India: Assessing the policy regimes and their impacts

In the recent years, India has emerged as one of the fast growing economies of the world necessitating equally rapid increase in modern energy consumption. With an imminent global climate change threat, India will have difficulties in continuing with this rising energy use levels towards achieving high economic growth. It will have to follow an energy-efficient pathway in attaining this goal. In this context, an attempt is made to present India's achievements on the energy efficiency front by tracing the evolution of policies and their impacts. The results indicate that India has made substantial progress in improving energy efficiency which is evident from the reductions achieved in energy intensities of GDP to the tune of 88% during 1980–2007. Similar reductions have been observed both with respect to overall Indian economy and the major sectors of the economy. In terms of energy intensity of GDP, India occupies a relatively high position of nine among the top 30 energy consuming countries of the world.     

Energy consumption,energy savings,and emission analysis in Malaysian office buildings

This paper is concerned with the estimation of energy use in office buildings in Malaysia and with the energy use of major equipment. Energy intensity (EI) – a measure of a building's energy performance – is estimated for Malaysia and compared with a number of selected countries. Air conditioners are shown to be the major energy users (57%) in office buildings, followed by lighting (19%), lifts and pumps (18%) and other equipment (6%). It is estimated that 77,569 MWh of energy can be saved and a huge reduction of emissions achieved through the application of advance glazing, compact fluorescent lamps (CFL), insulation, housekeeping, and by raising thermostat set point temperature of air conditioners, and reducing EI.     

Air versus terrestrial transport modalities: An energy and environmental comparison

In the last 15 years, worldwide air transportation has grown at an average yearly rate of 4.5%. Forecasts confirm that this could be the average increase rate for the next 20 years, although recent oscillation of oil price translated into a slowing down of such a trend, with several air companies forced out of business. Within this framework, low cost airlines keep increasing their market share, in so making airplane to compete with terrestrial transport modalities, not only for medium and long distance, but also for short trips. This is because air transport is obviously faster than transport by trains and cars, and most often it also is a cheaper option in money terms.In spite of its apparent success, air transportation is a source of concern for many analysts, because it is considered as the more energy intensive and polluting transport modality. In order to explore the correctness of such an issue, we compared air transportation to high speed trains and other modern terrestrial modalities, by using a “whole-system” approach. The present study applies an LCA-like approach, by taking into account all the energy and materials directly and indirectly required to make and operate infrastructures (i.e. tunnels, railways, highways) and vehicles. Efficiency and environmental loading are assessed by means of Material Flow Accounting, Embodied Energy Analysis and Emergy Synthesis methods. Results point out that the gap among the environmental performances of air, road and railway modalities is significantly narrower than expected. The thermodynamic and environmental costs of road and railway infrastructure cannot be disregarded as negligible. In a selected number of cases these transport modalities perform even worse than the air transportation mode, where infrastructures play a much smaller role.     

The principal–agent problem and transport energy use: Case study of company lease cars in the Netherlands

Barriers exist for improvement of energy efficiency, of which the principal–agent problem is considered an important one. The principal–agent problem is a potential barrier for energy policies based on economic instruments, as the decision maker may be partially insulated from the price signal given by such policies. We estimate the size and the impact of the principal–agent problem for cars provided by companies as a benefit to employees in the Netherlands. Of all passenger cars in the Netherlands, 11% is classified as company cars, which consume 21% of the total energy consumption by passenger cars. As company cars are newer, operate more diesel engines, but are also larger, the fuel efficiency is slightly worse than that of private cars. Company cars seem to drive longer distances for commuting than the national average of private cars. Together, this might result in a net 1–7% increase of all fuel use of passenger cars in the Netherlands. This indicates that there is potential to reduce energy consumption of company cars and a need for policies aimed at improving energy efficiency of company cars.     

Energy crop production costs in the EU

The objective of this study was to calculate indicative ranges of production costs and assess the main sources of cost for a number of energy crops, both annual and perennial, on a regional level in Europe. The production costs were calculated in terms of the economic compensation required by the farmer in order to grow the crop, and therefore include not only the cost of cultivation, but also the costs of land and risk, which are often omitted in production cost calculations. The cost of land was calculated as the opportunity cost based on the production of cereals. Thus, higher food prices lead to higher land costs, which in turn lead to higher energy crop production costs. The analysis was performed for three cases with different assumptions concerning yields and production cost reductions resulting from scale (total cultivation area in the region), and learning effects. The calculated energy crop production costs were found to be consistently lowest for short-rotation coppice (SRC) crops and highest for annual straw crops. The production costs of SRC crops were calculated to be about 4–5 € GJ⁻¹ under present conditions and 3–4 € GJ⁻¹ under improved future conditions. The production costs for perennial grasses were calculated to be about 6–7 € GJ⁻¹ and 5–6 € GJ⁻¹ under present and improved future conditions, respectively. The production costs for annual straw crops were estimated to be 6–8 € GJ⁻¹ under present conditions with small potential for cost reductions in the future.     

Road transport-related energy consumption: Analysis of driving factors in Tunisia

The rapid growth of urban population and the development of road infrastructures in Tunisian cities have brought about many environmental and economic problems, including the rise scored in energy consumption and the increase in the quantity of gas emissions arising from road transport. Despite the critical nature of such problems, no policies have yet been adopted to improve energy efficiency in the transport sector. This paper aims to determine driving factors of energy consumption change for the road mode. It uses decomposition analysis to discuss the effects of economic, demographic and urban factors on the evolution of transport energy consumption. The main result highlighted in the present work is that vehicle fuel intensity, vehicle intensity, GDP per capita, urbanized kilometers and national road network are found to be the main drivers of energy consumption change in the road transport sector during 1990–2006 period. Consequently, several strategies can be elaborated to reduce road transport energy. Economic, fiscal and regulatory instruments can be applied in order to make road transport more sustainable.     

Energy intensity in road freight transport of heavy goods vehicles in Spain

This paper examines the factors that have influenced the energy intensity trend of the Spanish road freight transport of heavy goods vehicles over the period 1996–2012. This article aims to contribute to a better understanding of these factors and to inform the design of measures to improve energy efficiency in road freight transport. The paper uses both annual single-period and chained multi-period multiplicative LMDI-II decomposition analysis. The results suggest that the decrease in the energy intensity of Spanish road freight in the period is explained by the change in the real energy intensity index (lower energy consumption per tonne-kilometre transported), which is partially offset by the behaviour of the structural index (greater share in freight transport of those commodities the transportation of which is more energy intensive). The change in energy intensity is analysed in more depth by quantifying the contribution of each commodity through the attribution of changes in Divisia indices.     

Energy efficiency trends and policy in Slovenia

The energy dependency of Slovenia is high (52.1%), but it is a little lower than the average energy dependency in the EU 27 (53.8%). Slovenia imports all its petroleum products and natural gas and partly coal and electricity. The energy intensity of Slovenia is higher by about 50% than the average in the EU 27. The target of the EU Directive on energy end-use efficiency and energy services adopted in 2006 is to achieve a 9% improvement of EE (energy efficiency) within the period 2008-2016. The new target of the EU climate and energy package “20-20-20 plan” is a 20% increase in EE by 2020. Since 1991 the Slovenian government has been supporting energy efficiency activities. The improvement of EE was one of the targets of strategic energy documents ReSROE (Resolution on the Strategy of Use and Supply of Energy in Slovenia from 1996 and ReNEP (Resolution on the National Energy Programme) from 2004 adopted by the Slovenian National Assembly (Parliament) in previous years. The Energy Act adopted in 1999 defines the objective of energy policy as giving priority to EE and utilization of renewable energy sources. The goals of the “National Energy Action Plan 2008-2016 (NEEAP)” adopted by the Slovenian government in 2008 include a set of energy efficiency improvement instruments in the residential, industrial, transport and tertiary sectors. The target of the NEEAP is to save final energy in the 2008-2016 period, amounting to at least 4261 GWh or 9% of baseline consumption. The indicators of energy efficiency trends show considerable improvement in the period from 1998 to 2007. The improvement of EE was reached in all sectors: manufacturing, transport and households. The paper analyses the structure, trends of energy consumption and energy efficiency indicators by sectors of economic activity. A review of energy efficiency policy and measures is described in the paper.     

Multiple calibration decomposition analysis: Energy use and carbon dioxide emissions in the Japanese economy, 1970–1995

The purpose of this paper is to present a new approach to evaluating structural change of the economy in a multisector general equilibrium framework. The multiple calibration technique is applied to an ex post decomposition analysis of structural change between periods, enabling the distinction between price substitution and technological change to be made for each sector. This approach has the advantage of sounder microtheoretical underpinnings when compared with conventional decomposition methods. The proposed technique is empirically applied to changes in energy use and carbon dioxide (CO₂) emissions in the Japanese economy from 1970 to 1995. The results show that technological change is of great importance for curtailing energy use and CO₂ emissions in Japan. Total CO₂ emissions increased during this period primarily because of economic growth, which is represented by final demand effects. On the other hand, the effects such as technological change for labor or energy mitigated the increase in CO₂ emissions.     

Structural change and technology choice: Energy use in Mexican manufacturing industry, 1970–1981

This paper analyses industrial energy use in a country that has experienced falling, instead of rising, energy prices. Mexico subsidizes domestic energy consumption with the avowed purpose of stimulating industrialization. Methods are developed to distinguish the effects of technology choice from the effects of changing industrial structure, and are then used to analyse the increased energy intensity of manufacturing industry, 1970–1981. The increase is found to depend entirely on the adoption of more energy-using technology, whereas the changes in output structure have had little or no effect. There has been a slight bias in favour of the less energy-intensive sectors.     

Energy price shocks in the 1970s : Impact on industrialized economies

The energy price increases in the 1970s profoundly affected the major macroeconomic variables in the economies of the industrialized world. This article measures the magnitude of the effect of the 1973 energy price shock on the economies of the USA, Canada, the UK, Germany and France. A short-run model of aggregate supply is developed, estimated and tested for overall performance, and then calibrated to the experience of the 1973–1979 period. A positive feature of the model is that it adopts a generalized multisector framework in which an energy sector is explicitly introduced in construction of the aggregate supply function. The model also heeds labour market rigidities. According to the model, the 1973 leap in energy prices generated a major inflationary impulse in all of the countries studied. The effects on labour productivity, real wages, capital utilization rate, and energy consumption were also found to be considerable and, to a large degree, similar. An interesting result concerning labour demand is that higher energy prices led to substitution of labour-intensive methods of production for energy-intensive ones, raising the magnitude of the labour/output ratio.     

Energy in transition: From the iron curtain to the European Union

The fall of communism left some of the most polluting and wasteful energy sectors of the World in Central and Eastern Europe (CEE). After 15 years of restructuring, eight of these countries have joined the European Union (EU), closing an era of economic transitions. What progress has been made in these countries in the field of energy from the perspective of sustainability? Has the transition agenda been completed, or do any of the socialist energy sector legacies prevail?