DEMAND AND USE OF ENERGY IN TRANSPORT SYSTEMS: NEW

SIDT Venezia, 6 ottobre 2011 Bruno DALLA CHIARA, POLITECNICO DI TORINO-Trasporti

1

DEMAND AND USE OF ENERGY IN TRANSPORT SYSTEMS:

NEW PERSPECTIVES AND CONSEQUENT CHOICES

Bruno DALLA CHIARA, ass. prof., Ph.D.

POLITECNICO DI TORINO, I Faculty of Engineering, Transport Systems

6th of October 2011, IUAV-Venice

ISSUES AND QUESTIONS

How much do the transport systems impact the use of energy?

How has energy consumption evolved in transport systems?

How much does the use of energy impact within each transport mode?

What is the involvement of the governments in the use of oil for traction?

What solutions can be prospected in a changing economy?

WTW (WTT, TTW)

Conclusions

WHERE AND HOW MUCH we may influence ENERGY use in transport systems

SIDT, Venice, 06.10.2011 Energy, environment and innovation in sustainable transport systems


2

1. How much the transport systems

impact the use of energy?

The impact in Europe (EU-25) of the transport systems in the overall use of the energy consumed in the EU-25 (30.7%; according to Eurostat 2004; 31- 32% in the following years; 33% in 2008, EU-15) is > by nearly 10% versus the world average (20.42% in 2003), on the grounds of the greater motorized average mobility versus other continents.

Many short-range displacements are carried out by individual, not motorized, mobility through a natural, quickly renewable energy.

[Sources: EIA – Energy Information Administration, International Energy Outlook, June 2006; UP-Data book 2011]


B. Dalla Chiara, Politecnico di Torino - IT, EBTC, Delhi

14th of September 2010

A-Austria 28,73% B-Belgium

25,20%

33,97% DK-Denmark

FIN-Finland 18,73%

32,26% F-France

D-Germany 28,39%

39,53% GR-Greece

IRL-Irland 41,22%

33,82% I-Italy

L-Luxembourg 59,09%

NL-Netherlands 30,71%

37,25% UK-Great Britain

P-Portugal 38,38%

E-Spain 42,24%

25,90% S-Sweden

Total UE (15)

Total UE (27)

32,83%

31,49%

Impact of the

energy

consumption of

transport on the

final domestic

consumption in EU

and in the relevant

nations (2006)

Sources: Eurostat and

Databook, “Energia e

Petrolio in Italia” 2009 by

“Unione Petrolifera” - I


3

The transport field is mainly characterized by the use of vehicles with distributed energy use, with the exception – in general terms – of the

transport systems operating on fixed installations (rail, rope, metros, APM) Almost all these transport systems are based upon oil derived fuels, and the alternatives are featured by significant limits; transport systems operating on fixed installations do not strictly depend on it (electrical lines supplied by power stations) and, according to a belief widespread in the literature, allow better use of energy.


The transport field, is the only sector to be almost exclusively based upon a sole primary source, i.e. oil: indicatively, 98% in Europe and 96% in North America

The other sectors, on the other hand, are based upon a mixed heterogeneity of energies, which is not consistent in the different areas of the world, because of the variability of resources available within the territory, of the level of economic development and other social, political and economic factors.



4

2. How energy consumption has evolved in transport

systems?

Incidence of single transport modes

Circulating road vehicles

Fuel consumption


B. Dalla Chiara, Politecnico di Torino - IT, EBTC,

Delhi 14th of September 2010 8/55

EU-25

Transport modes 1990 2004 1990-2004

Variation (%) Share on the overall energy

consumptions, 2004 (%)

Road 227’957 290’013 27% 82.5%

Railway 9’125 9’250 1% 2.6%

Air 28’378 47’420 67% 13.5%

Inland navigation 6’578 5’047 -23% 1.4%

Consumption by transport modality in 1990 and 2004, in 1000 toe, tonne(s) of oil equivalent [Source : Campbell, 2007]



5

Evolution of the light and heavy-duty vehicles in Italy

Nearly the Italian population without

the underage and nearly equal to the

number of driving licences


The number of light and heavy-duty vehicle registrations in Italy (our example) has

remained consistent with the one of the last 10-12 years, i.e. approx 3 million units/year.



6



Motor cars in Germany since 1950 until 2007

0

5.000.000

10.000.000

15.000.000

20.000.000

25.000.000

30.000.000

35.000.000

40.000.000

45.000.000

50.000.000

Jun

-49

Jun

-52

Jul-5

5

Jul-5

8

Jul-6

1

Jul-6

4

Jul-6

7

Jul-7

0

Jul-7

3

Au

g-76

Au

g-79

Au

g-82

Au

g-85

Au

g-88

Au

g-91

Au

g-94

Sep-9

7

Sep-0

0

Sep-0

3

Sep-0

6

Years

Mo

tor

cars

five-year steps yearly steps

Federal Motor Transport Authority (KBA) 2008; Transportation (2009, 36)

Evolution of motor cars in Germany since 1950 until 2007


Motor vehicles per 1000 people (first 15 countries)

0

100

200

300

400

500

600

700

800

900

Unite

d Sta

tes

Luxe

mbu

rg

Malay

sia

Austra

lia

Malta

Italy

Can

ada

New

Zea

land

Austri

a

Japa

n

Portu

gal

Icelan

d

Nor

way

Belgium

Cyp

rus

Source: United Nations World Statistics Pocketbook and Statistical Yearbook, 2010


7

30

6

42

6

66

5

1.0

99

1.8

65

2.7

00

5.3

91

10

.57

7

21

.37

4

33

.78

63

7.3

32

41

.36

84

4.8

75

48

.85

75

4.9

91

58

.92

46

7.0

07

72

.71

8

4.2

04

9.4

51

0

10000

20000

30000

40000

50000

60000

70000

80000

90000

100000

1950

1955

1960

1965

1970

1975

1980

1985

1990

1995

2000

2005

2010

Years

Nu

mb

er

of

ve

hic

les

[x1

00

0]

ALL VEHICLES

Two wheelers

Cars, Jeeps and Taxis

Buses

Goods Vehicles

Others*

Source: All India Federation of Motor Vehicle Department, other sources [2010]

Total number of registered motor vehicles in India, 1951-2010 [x1000]

In July 2010, the increase of motor vehicles registered in India has been 38% with respect to 2009; 37% for heavy-duty vehicles.


0

100

200

300

400

500

600

700

800

900

1900 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000 2010

Years

Qu

anti

ty, i

n m

illio

ns

Motor cars

Heavy-duty vehicles

Total number of vehicles

Fonti /Sources: varie/ous, Databook Energia e Petrolio 2009, The Physics Factbook, World motor vehicle market report, 2010

Vehicles circulating in the WORLD: approximate trend on the basis of few known data and estimates from different sources

Mainly EU, USA, J


~176.5 millions of vehicles in China (by the responsible Ministry, 2008), nearly 21% in the

world; ~ 100 millions of vehicles in India, nearly 12% in the world; India and China have >1/3 of vehicles in the world with nearly 37%

of global population


8

15/55

An example: evolution in the consumption of petrol and gas oil for automotive traction, Italy, since 1955 until 2008, in thousand tons Consumo di Carburante (dal 1955 al 2008, migliaia di tonnellate)

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

1955

1960

1965

1970

1975

1980

1985

1990

1995

2000

2005

2010

Years

Co

nsu

mp

tio

n [

thousand t

ons]

Petrol Gasoil Total (petrol and gasoil)

Source: elab. Unione Petrolifera “Statistiche economiche energetiche e petrolifere” various years.

Perspective: light increase, short

consolidation, reduction (since 2010)

Perspective:

reduction

Engines, mobility, fuel and road pricing, “ITS”



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17/55

The consumption of petrol and gas-oil in Italy (2005):

≈ 18 billion e 766 million litres of petrol (fuel)

≈ 29 billion e 85 million of litres of gas oil (diesel)

Total: approximately 47 billion 851 million litres

The consumption of gas oil is remarkably higher than the one of petrol, in spite of the fact that the number of petrol vehicles in Italy is in the order of the double; two main reasons:

the average yearly distance covered by the gas-oil vehicles versus the petrol ones is definitely higher;

approximately 91% of the freight vehicles are fuelled by gas oil; as well known, they cover long distances throughout the year, and their consumption is higher than the one of cars.

Sources : Ministry for the Economical development; data by “Unione Petrolifera, Energia e Petrolio in Italia” – I, 2009



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19/55

Historical series in the consumption of oil in India and China [million tons/year]


Consumi energetici di trazione

986971

953725

950129

963390

971980

982790

1021660

1040520

1062830

120204

117048

114187

118887

122040

125061

130000

132641

140406

0 200000 400000 600000 800000 1000000 1200000

2004

2003

2002

2001

2000

1999

1998

1997

1996

An

no

Consumi energetici [tep]Energia elettricaGasolio

Energy use in the last years [source : Trenitalia (2005); “Rapporto Ambientale” 2005 - I]

Rail transport, Italy

Energy use for traction [toe] in the years 1996-2004: in blue, electric energy, in red gas oil



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3. How much the use of energy impacts the different

transport modes?

Road transport

Rail transport and other transport installations

Air transport

Maritime transport



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Impact on the running cost of energy consumption in railways, subways and tramways

4-5%, indicatively, for the Italian railways, on the overall running cost, according to some recent data [current unofficial data]

11% for ATM in Milan, taken as an example, as energy cost on the 2009 budget, approximately 50% (5.3%) for rail systems and subway in the specific case [official data, 2009];

6% as energy impact on the budget in case of the traction for the VAL automated metro in Turin, plus an equivalent value for other electric power supply means [indicative data, 2009].


IATA (International Air Transport Association) has measured the impact of the cost of

fuel on the airline activities, identifying that:

in 2003 it represented 14% of the overall cost

in 2007 the impact grew up to 29%

in 2008 (increment of the cost of oil/barrel) a new increment up to 32%

ATA (Air Transport Association), which represents the main airlines of the United States, has declared that the cost of fuel influences the air fare by 40% (2008). sole transport mode for which there are, at present, very few alternatives to oil derived fuels on board.

Impact of energy consumption in air transport



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0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

2003 2004 2005 2006 2007 2008

Altri costi

Costi carburante

Influence of the cost of fuel on the total of the air transport activities:

fuel costs and other costs (IATA, 2008)

Other costs

Fuel costs


Maritime transport: gigantism of ships and containment of energy costs (economies of scale)

The development of the freight traffic in containers has involved the development

of progressively larger and more capacious ships, namely:

• panamax with a typical load capacity between 2,500 and 3,500 20-foot containers (TEUs);

• post-panamax of I-II-II generation, whose maximum capacities evolved from 3,500 to 8,000 TEUs.

• An 8,089 TEUs ship berthed for the first time in the Mediterranean Sea (Gioia Tauro) in 2006;

• the first 11,000s TEU ship was completed at the end of 2006;

• the first 14,000 TEUs container ship docked in the Mediterranean Sea (Gioia Tauro) in 2009.



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Composition of oil consumption: petrol (fuel) and gas oil for motor-

vehicle traction; gas oil for maritime use; example for Italy

364380349451 4010

5.000

10.000

15.000

20.000

25.000

30.000

1995 1997 1999 2001 2003 2005 2007

Co

nsu

mp

tio

n [

10

00

- t

on

s]

Total fuel for motor-cars

Gas oil for motor vehicle traction

Gas oil for maritime applications

Sources: Ministry of the Economical development, Databook "Energia e Petrolio", 2009 - Italy


4. What is the involvement of the governments in

the use of oil for traction?



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Infrastructures (civil constructions)

TIM

E -

Sin

ce 5

0’-

60

’ in

Eu

rop

e

Vehicles (industry production)

State budget incomes (excise on fuels and gasoil-diesel)

Limitations and constraints since 1990s


Evolution of transport needs

EU economic system is therefore moving from a context which was primarily based upon industrial and civil production - the latter, in this specific case, as creation of transport infrastructures - to greater focus on efficiency, quality, safety and security.

19301935

19401945

19501955

19601965

19701975

19801985

19901994

1995

0

1000

2000

3000

4000

5000

6000

Km

Anno

EVOLUZIONE DELLA RETE AUTOSTRADALE IN CONCESSIONEEvolution of toll motorways in Italy, similar to other evolutions in EU



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Limits to the growth of mobility in Europe

The development of the circulating fleet, infrastructures and mobility, which have significantly marked the 2nd half of the last century in Europe, show today some conditioning:

1. The saturation of the land, as infrastructures on the territory and vehicles on the infrastructures;

2. The possible limitedness of the energy resource - of oil in particular, at least at widely accessible prices – on which transport depends for at least 98% (EU);

3. The release within the environment of gases and combustible materials;

4. The maintenance and technological upgrading of the existing infrastructures;

5. Safety, a conditioning objective dictated by the EU on roads and in many countries;

6. The increment linked to the relationships between people, a possibly ethic objective.


Fiscal composition referred to one litre of fuel in a given moment (data of 2005, Italy)

Fiscal

component

60,39%

0,511

39,61%

0,564

43,72%

0,215

16,67%

Industrial price - indirect cost

Excise

V.A.T.

1,290

(consumption price)



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Subsequently, in 2005 the consumption of fuels involved, as excise duty and V.A.T., State revenue of approximately 31,712,424,567 €.

This value can be added to the V.A.T. for the purchase of vehicles and the road tax.


Having available the data of the vehicle fleet, the average distance covered per year and the average emissions of the vehicles, the total emissions can be estimated per means of transport (e.g. for Italy).

Number Km/year g/km Emissions (g)

Morot cars 35.209.404 12.326 157 68.136.604.851.528.00

Two-wheels 4.938.359 6.300 104 3.235.612.816.800.00

Commercial vehicles + Others + Special vehicles 345.156 10.000 210 724.827.600.000.00

Buses 94.437 45.000 420 1.784.859.300.000.00

Industrial vehicles + Trailers + Others 3.785.913 40.000 320 48.459.686.400.000.00

Rails (3%) - - - 4.050.000.000.000.00

Airpl. (6%) - - - 8.100.000.000.000.00

Total emissions 134.491.590.968.328.00

·134.491.590.968.328

(gr.)

g

·134.491.590,97

(million of gr)

Mg ·134,49

(million of tons)

Mt



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5. What solutions can be prospected in a changing

economy?


ft t

f

MJMJ MJWTW WTT TTW

km MJ km

The Well to Tank (WTT) evaluation accounts for the energy expended and the associated GHG emitted in the steps required to deliver the finished fuel into the on-board tank of a vehicle. It also considers the potential availability of the fuels, through their individual pathways and the associated costs. The Tank to Wheels (TTW) evaluation accounts for the energy expended and the associated GHG emitted by the vehicle/fuel combinations. It also includes an assessment of the expected relative retail prices of the various vehicle configurations. We refer to the Well to Wheels (WTW) integration, giving a global assessment of the energy required and the GHG emitted per km driven on the fuel/vehicle combinations considered.


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CARBURANTE /FUEL WTT [MJt/MJf]

Benzina/Fuel 1.14

Gasolio / Gasoil 1.161

Gas naturale compresso /CNG 1.19

Idrogeno da gas naturale / Hydrogen from NG 1.82

Idrogeno da elettrolisi (da energia eolica) / Hydrogen from electrolysis (wind en.) 1.74

Idrogeno da elettrolisi (mix europeo) / Hydrogen from electrolysis (European mix) 4.58

Elettricità (mix europeo)/ Electricity (European mix) 2.86

Elettricità (mix europeo carbonioso) /Electricity (European mix based on carbon) 2.59

Elettricità da energia eolica / Electricity from wind power 0.04

Elettricità da nucleare /Electricity from nuclear energy 3.73

[1] Nearly 1 barrel each 6 cannot be benefited in its final use.

WTT of most common and promising fuels in collaboration with Dept. of Energy (prof. Santarelli), Politecnico di Torino

TECNOLOGIA PROPULSIVA/ PROP. TECHNOLOGY TTW [MJf/km]

ICE – benzina /fuel-petrol* 1.91

ICE – gasolio/gasoil* 1.72

ICE – gas naturale compresso /CNG 1.9

ICE – idrogeno /Hydrogen 1.67

ICE-ibrido – benzina / hybrid- fuel 1.62

ICE-ibrido – gasolio /hybrid –gasoil 1.41

Auto elettrica (batterie) /Electric car with batteries 1.1

FC – idrogeno /Hydrogen 0.91

TTW of main propulsive technologies in the motor-car field in 2010

* In 2002, the TTW of ICEs (internal combustion engines) – fuel/petrol and gasoil were respectively 2.25 and 2.09 MJf/km


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TRAIN TTW

[MJf/(t·km)]

[t/place]* [t/place]PC Use level TTW*

[MJf/(p·km)] TTWPC

[MJf/(p·km)]

TGV 0.148 0.914 0.966 65% 0.209 0.143

ICE 0.104 1.294 1.336 51% 0.263 0.138

AVE 0.136 1.305 1.346 66% 0.268 0.183

TTW* e TTWPC for some European trains

1

*MJ MJ t p

TTW TTWpkm tkm posto posto

Mezzo di trasporto WTW [MJ/km] [9],[10]

Caso 1 (conducente)

Caso 2 (media)

Caso 3 (5 pers.)

ICE Train – energia eolica - 0.005

TGV Train – energia eolica - 0.006

AVE Train– energia eolica - 0.007

Electric car– energia eolica 0.044 0.011 0.012 0.013

ICE Train – mix carbonioso - 0.333

ICE Train – mix europeo - 0.368

TGV Train – mix carbonioso - 0.371

TGV Train – mix europeo - 0.410

Car FC – H2 da elettrolisi da eolica 1.583 0.396 0.440 0.485

Hybrid car – elettricità e gasolio 1.636 0.409 0.455 0.501

Car FC – H2 da gas naturale 1.656 0.414 0.461 0.507

AVE Train – mix carbonioso - 0.473

ICE Train – energia nucleare - 0.479

Hybrid car– elettricità e benzina 1.847 0.462 0.514 0.565

AVE Train – mix europeo - 0.522

TGV Train – energia nucleare - 0.534

Internal combustion car– gasolio 1.995 0.499 0.555 0.611

Internal combustion car– benzina 2.177 0.544 0.605 0.667

Internal combustion car– gas naturale 2.261 0.565 0.629 0.692

AVE Train – energia nucleare - 0.681

Electric car– mix carbonioso 2.849 0.712 0.792 0.872

Internal combustion car– H2 da elettrolisi da eolica 2.906 0.726 0.808 0.889

Internal combustion car– H2 da gas naturale 3.039 0.760 0.845 0.930

Electric car– mix europeo 3.146 0.787 0.875 0.963

Electric car– energia nucleare 4.103 1.026 1.141 1.256

WTW for car and WTWPC of trains and cars


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1

1;

N

med

imedio i

MJ MJv d

tkm N tkm

Empirical methods for calcutating the tank-to-wheel in railways

2

ln

mediovMJA B

tkm x

TRENO A B

Serie ICE, Germania 0.007

74

TGV, Francia* 0.0097 70

APT, Gran Bretagna 0.012 70

Grossi treni merci (più di 600 t a vuoto)** 0.019 63

RC, Svezia 0.015 81

Empirical methods for calcutating the tank-to-wheel in railways

2

0 1 2 sinF A Av A v mg

2

0 1 2' sinF B B v B v g

TRENO B0 B1 B2

APT, Gran Bretagna 16.6 36.6 10-2 26 10-3

Vecchi treni inglesi 15.5 29.2 10-2 57.4 10-3

Treni merci 24.7 0 84.5 10-3

IC3, Danimarca – unità singola 19.7 0 42.5 10-3

IC3, Danimarca – unità multiple 19.7 0 24 10-3

ICE, Germania – Loco BR103 16 0 22.5 10-3

2

0 1 2

0

1'

Lh

E a B B v B v dl gL L

22max

0 1 2

1'

2

fer

med med

N v hE B B v B v g

L L


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Consumo energetico assoluto sulla Torino-Milano

297.31

169.80

72.85

65.05

51.44

48.54

0 50 100 150 200 250 300

Automobile privata 2002

Automobile privata 2010

Treno Interregionale

Pullman di linea

Treno Intercity

Treno ETR 500

Mezzo

di

tra

spo

rto

Consumo energetico assoluto [GJ]

TRENO Fonte

primaria

Fattore

occup.

TTW

[kJ/(t·k

m)]

TTW*

[MJ/(p·k

m)]

TTWPC

[MJ/(p·k

m)]

WTW*

[MJ/(p·k

m)]

WTWPC

[MJ/(p·k

m)]

IC

Mix europeo

> 50% 70.49 0.118 0.062

0.336 0.176

Mix eur.

carbon. 0.304 0.159

Energia

eolica 0.005 0.002

IR

Mix europeo

> 50% 109.4 0.187 0.098

0.476 0.280

Mix eur.

carbon. 0.431 0.254

Energia

eolica 0.007 0.004

ETR 500

Mix europeo

54.8% 74.35 0.136 0.077

0.388 0.220

Mix eur.

carbon. 0.352 0.200

Energia

eolica 0.005 0.003

TTW, WTW* e WTWPC for some Italian trains


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Established and emerging battery technologies ( Source : ABB Batteries & Electric Vehicles )

An innovative charging solution (Source : Sequoia Automation, Biberonaggio)

An innovative wirless charging solution based

on strogly coupled magnetic resonance (Source : green car Website)

(Source : Better place) RA

ILW

AYS

, AP

Ms,

MET

RO

S OIL-INDEPENDENT ROAD TRANSPORT

ENERGY

Mix

Role of

city

towns

Metano


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Diesel,

fuel

Distance travelled

Energy production

Hybrid

Electric

Electric

City recharging possibilities

Car

co

nstr

ucto

r ch

oic

es

Foreign

constructors-

importer

Home

constructors Locally unsold

vehicles

Traditional market,

but possibly

uncompliant with

UE aims


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DEMAND AND USE OF ENERGY IN TRANSPORT SYSTEMS:

NEW PERSPECTIVES AND CONSEQUENT CHOICES

Bruno DALLA CHIARA, ass. prof., Ph.D.

Politecnico di Torino, I Faculty of Engineering, Transport Systems

[email protected]

© for quotations:

Dalla Chiara B., “Demand and use of energy in transport systems: new perspectives and consequent choices”, Società Italiana Docenti di Trasporti, 6 and 7.10.2011 Palazzo Badoer, 6th October 2011 –Scientific Seminar on “Energy, environment and innovation in sustainable transport systems”

mailto:[email protected]

DEMAND AND USE OF ENERGY IN TRANSPORT SYSTEMS: NEW

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