COST 355 WG1: freight transport, energy

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COST 355 WG1freight transport, energy GHG
Christophe Rizet (INRETS DEST)
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Freight transport, energy GHG

• Transport sector a significant contributor to
  energy consumption and GHG emissions, (23 of CO2
  emissions from fossil fuel combustion) It is
  98 dependent on oil
• A significant behavioral change in transport
  sector is necessary, to account for shortage in
  oil and for climate.
• On the other hand, Freight transport is also a
  key factor in economic prosperity
• There are significant reservoirs of energy
  efficiency that might allow economies to enjoy
  the same level of wealth with lower overall
  levels of energy use in freight.

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Freight transport, energy GHG

• A clear need for better tracking and monitoring
  freight transport energy performance across
  modes, and activities.
• In this WG1, we tried different approaches for
  this monitoring and assessment of freight
  transport-sector energy performance.
• Most of these approaches have been presented
  before How do they compare ?

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Different approaches to monitor analyse freight
transport energy

• observe and quantify energy consumption, the
  corresponding transport unit and the
  explanatory variables
• And anlyse the results
• The different statistical units observed, (cf
  previous presentation)
• a vehicle or a fleet
• a shipper
• A whole supply chain
• A geographical unit, town, country,
• Last mile

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1) Vehicle or fleet approach advantages
limits

• Advantages
• Such a quantification is the basis for a
  bottom-up approach
• It is precise, well established in Europe for HGV
  and indicators are easy to compare (between
  countries, vehicle types, business or Cies)
• It is necessary for a detailed assessment of
  policy measures aiming at the vehicle performance
  
• It could be improved with GPS
• Limits
• Difficult to link the transport to the economy
  nothing on transport chains or on shippers
  logistical choice
• Transport energy consumption does not only depend
  on the vehicle performance

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2) Shipper approach

• DLR shipper surveys
• Qualitative Survey transport issues in
  production decisions Dynamics of production
  changes Mode use and reasons
• Quantitative survey Supplier / customer
  structure, Relationship to shippers, Current
  transport demand Transport requirements)
• INRETS shipper surveys
• Link freight transport to the shippers a large
  description of the shipper, its logistics and the
  links with its clients
• Trace the transport chain 3 shipments per
  shipper are traced from the shipper up to the
  consignee the different legs of the chain, the
  vehicles, etc..
• Univ Paris IX transport mitigation of a Company
  (optimization of the location of the
  establishments)

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2) Shipper transport chain approach
advantages limits

• Advantages
• A good link to logistical choices (behaviour of
  companies) mode choices
• Tracking of transport chains (parcels)
• Spatial pattern of supply
• Other Shipper approach US commodity flow survey
• Limits
• High cost of survey (collecting the data)
• Heavy work for setting the data base
• Only first step of supply chains (of the
  customers or the sourcing)

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The supply chain approach

• Main objectives Link the different steps of
  transport, from raw material up to the consumer
  home.
• A global vue of spatial organisation of economy
• energy impact of globalisation
• energy impact of human density
• Efficiency of different types of retailers
• Quantify the weight of transport in the products

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3) Supply chain approach advantages limits

• Advantages
• Impact of spatial organisation of the production
  weight of transport in energy consumption
• Limits
• For some products, transport is not important in
  the LCA
• Increased transport versus economy of scale in
  making
• Cost of the survey/study a qualitative
  approach.

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4 Last Mile approach

• Focuse on the urban part of the SC, where the
  constraints of sustainability are the highest,
• Where the cost of the entire SC are also high
• This approach is Policy Oriented research of
  innovating system, mainly to improve good
  distribution, urban traffic, congestion, energy
  consumption and emissions

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4 Last mile approach advantages limits

• The monitoring of the last mile is difficult
  because it results of different actors behaviour
  (households, operators and public authorities).
• During the last decade, many organisational
  changes have been tempted and observed concerning
  the infrastructure and the vehicles which
  contributed to changing behaviours.
• These experiments are shared over Europe

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5 Modelling approach

• international models some relations between
  freight transport and the differential in
  production costs but a big problem of data.
• Interurban freight models are usefull to analyse
  the relation between economic growth (GDP) and
  freight transprot growth. The de/coupling
  results of many elements (average loading factor,
  land use, origin of sourcing) whose weights
  differ among countries
• Urban model Freturb is an example of
  integration of survey analysis modelling. It
  gives accurate results for the cities years
  where the data are available and some results
  start to be generalised

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Modelling approach

• The modelling approach gives a broader view of
  energy consumed within a town, a country or in
  international relations.
• Necessary to link the output (energy GHG) to
  the input variables (policies) which is necessary
  to asses the impact of different policy options
  or different scenarii on energy consumption.
• Models, as well as the data needed to feed them,
  should be harmonised in Europe and worldwide.

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GHG abatement measures for the freight transport
sector

• A reduction of energy consumed in freight
  transport sector, without reducing the economic
  activity, can be obtained by
• A decrease in the ratio between the GDP and the
  freight transport activity expressed in tkm (i.e.
  decoupling),
• A decrease in the use of the less energy
  efficient means of transport (modal shift)
• An increase in energy efficiency of each mean
  (decrease of goe/tkm by transport mean)
• A decrease in the CO2 emitted per litter of fuel
  increase the share of bio fuels and non fossil
  electricity (decrease in CO2/gep)

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A variety of tools are available for CO2
abatement policies in Freight transport

• Taxes like carbon or fossil fuel taxes or
  tradable emission quotas extended to the freight
  transport sector
• Public investments or subsidies for modal shift
  in railways, waterways and low emission modes
• For increasing the energy efficiency of vehicles
  Setting rules (or agreements) on vehicles per
  km emissions, and disseminating technological
  fuel efficiency improvements.
• For the carbon intensity of fuels funding
  research in bio fuels and hydrogen and shift
  toward electricity.

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Assessing CO2 abatement policies

• No transportation project is done for energy or
  GHG reductions alone. Without accounting for full
  project benefits, incremental costs may appear
  high.
• An issue is then how to estimate and weight the
  different project benefits? (GHG, air quality,
  health, congestion, economic development, etc.)
• This would help to estimate a marginal CO2
  abatement cost (/t of CO2) in Europe.

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GHG abatement policies for Freight Madrid
meeting

• Countries have not yet decided their policies for
  freight.
• The different possibilities are not clearly
  considered and compared In Madrid, we heard very
  different approaches among countries.
• There is a need for an harmonization of policies,
  and so an harmonization of monitoring tools
• Including harmonization of tools for freight and
  passengers

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Thanks for your attention Christophe.Rizet_at_inret
s.fr