Draft for Public Comment Australian/New Zealand Standard 3598 3... · Comments are invited on the...

COMMITTEE EN-001

DR AS/NZS 3598.3

(Project ID: 101039)

Draft for Public Comment Australian/New Zealand Standard LIABLE TO ALTERATION—DO NOT USE AS A STANDARD

BEGINNING DATE FOR COMMENT:

6 February 2014

CLOSING DATE FOR COMMENT:

10 April 2014

Important: The procedure for public comment has changed – please read the instructions on the inside cover of this document.

Energy audits Part 3: Transport related activities

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Draft for Public Comment Australian/New Zealand Standard

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Draft for Public Comment

STANDARDS AUSTRALIA/STANDARDS NEW ZEALAND

Committee EN-001—Energy Auditing

DRAFT

Australian/New Zealand Standard

Energy audits

Part 3: Transport related activities

(To be AS/NZS 3598.3:201X)

Comment on the draft is invited from people and organizations concerned with this subject. It would be appreciated if those submitting comment would follow the guidelines given on the inside front cover.

Important: The procedure for public comment has changed – please read the instructions on the inside cover of this document

This document is a draft Australian/New Zealand Standard only and is liable to alteration in the light of comment received. It is not to be regarded as an Australian/New Zealand Standard until finally issued as such by Standards Australia/Standards New Zealand.

DRAFT ONLY 2 DRAFT ONLY

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PREFACE

This Standard was prepared by the Joint Standards Australia/Standards New Zealand Committee EN-001, Energy Auditing, to supersede, in part, AS/NZS 3598:2000, Energy audits.

Energy audits are an integral part of the energy management process. They determine how efficiently energy is being consumed, identify energy and cost saving opportunities and can highlight potential process and productivity improvements. Implementing energy audit recommendations usually achieves significant cost savings.

This Standard will assist organizations to decide on the appropriate type of audit for their fleets, provide a guide when commissioning energy audits and present a uniform basis for preparing and comparing fleet energy audit proposals. It also aims to establish best practice for energy auditors, support the establishment of energy management systems and contribute to the quality of existing energy and other management systems.

This Part 3 of the AS/NZS 3598 series covers the general requirements for energy audits in the transport sector. Requirements for other types of operation are provided in the following parts:

AS/NZS 3598 Energy audits 3598.1 Part 1: Commercial building operations and maintenance 3598.2 Part 2: Industrial and related activities

The terms ‘normative’ and ‘informative’ have been used in this Standard to define the application of the appendix to which they apply. A ‘normative’ appendix is an integral part of a Standard, whereas an ‘informative’ appendix is only for information and guidance.


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CONTENTS

Page

FOREWORD .............................................................................................................................. 4

1 SCOPE ........................................................................................................................ 5

2 OBJECTIVE ............................................................................................................... 5

3 APPLICATION ........................................................................................................... 6

4 REFERENCED DOCUMENTS .................................................................................. 6

5 SPECIFIC CONSIDERATIONS FOR TRANSPORT FLEETS ................................ 11

6 DEFINITIONS ............................................................................................................ 7

7 WHEN TO UNDERTAKE AUDITS ........................................................................ 11

8 ENERGY AUDIT REQUIREMENTS ...................................................................... 14

9 ENERGY AUDITOR REQUIREMENTS ................................................................. 14

10 AUDIT TYPES ......................................................................................................... 16

11 ORGANIZATION’S ENGAGEMENT WITH THE AUDIT ..................................... 17

12 DETAILED REQUIREMENTS FOR DIFFERENT AUDIT TYPES ....................... 20

APPENDICES A SUMMARY OF TYPICAL ENERGY AUDIT DELIVERABLES ............................ 31 B ENERGY AUDITOR COMPETENCIES .................................................................. 34 C MAIN AUDIT SPECIFICATIONS AND VARIATIONS

FROM THE AUDIT TYPE ....................................................................................... 35 D PERFORMING AN ENERGY AUDIT ..................................................................... 36 E GUIDANCE .............................................................................................................. 49

BIBLIOGRAPHY ..................................................................................................................... 65


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FOREWORD

Energy audits are investigations of energy use for a defined audit object, such as a trucking fleet, railway network or an airline fleet. They enable the identification of energy use and costs, from which energy cost and consumption control measures can be implemented and reviewed. An energy audit is an important step for an organization, regardless of its size, type or area of operation. Organizations may commission energy audits to improve their energy performance, reduce energy consumption and achieve economic and environmental benefits.

An energy audit is best undertaken within the context of an energy management system that complies with an appropriate industry Standard, such as ISO 50001, Energy management systems—Requirements with guidance for use.

This Standard defines the attributes of an energy audit that is appropriate for a transport system, to enable the organization commissioning the audit, and the energy auditor selected to conduct the audit, to reach a common understanding of the audit's scope, process and deliverables. It states the minimum requirements for energy audits and corresponding obligations within the energy auditing process necessary for compliance with the Standard.

This Standard recognizes that there are differences in approach to energy auditing of transport fleets in terms of scope, boundary and objective, but seeks to harmonize common aspects of energy auditing in order to bring more clarity and transparency to the market for energy auditing services for transport systems.

This Standard does not address the requirements for auditing an organization’s energy management system, which are covered by ISO 50003, Energy management systems—Requirements for bodies providing audit and certification of energy management systems (to be published).


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STANDARDS AUSTRALIA/STANDARDS NEW ZEALAND

Australian/New Zealand Standard

Energy audits

Part 3: Transport related activities

1 SCOPE

This Standard sets out minimum requirements for commissioning and conducting three prescribed types of transport system energy audits which identify opportunities for cost effective investments to improve energy performance. It covers all forms of energy used in all transport fleets.

Requirements for each specified type of audit are designed to meet defined business needs and each type provides sufficient analytical rigour to provide a degree of confidence in the results that is appropriate to meet these transport business needs. The energy audit process is presented as a simple chronological sequence, but this does not preclude repeated iterations of certain steps.

This Standard outlines all requirements for transport system energy audits.

This Standard applies both to organizations for which transport is the core activity, and to organizations for which transport is a support activity to other operations, such as mining or construction. Organizations may apply this Standard to on-site operations, such as off-road mine haulage, as well as transport operations using public transport infrastructure.

This Standard also applies to all modes of transport, as well as the different ranges (local to long distance) and what is transported (basically, freight and people). The Standard advises on the optimization of energy in single or multimodal transport fleets.

Fixed on-site materials handling systems such as conveyors are not covered by this Standard. These are covered by AS/NZS 3598.2. Warehousing and distribution centre operations, including refrigeration systems, are covered in AS/NZS 3598.1.

Clauses 1 to 12 of this Standard establish the procedures for energy auditing in transportation systems, focusing on aspects that are common to every transport mode. In order to state the energy auditing features of particular transport modes, there is specific guidance for each of them at Appendix E, Paragraph E7.

2 OBJECTIVE

The objective of this Standard is to—

(a) provide a specification for organizations when commissioning energy audits for transport fleets;

(b) provide a framework for the evaluation of fleet data, energy management systems and operational procedures as a precursor to a detailed energy audit to quantify opportunities;

(c) assist organizations to decide what type of audit is appropriate for their needs;

(d) provide auditors with a uniform basis for preparing and comparing energy audit proposals for different fleets;

(e) establish best practice for energy auditors to provide effective and professional service to transport fleet operators;


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(f) define requirements for energy audits at of three types as applicable to transport fleets;

(g) place the energy audit in the context of an energy management system by specifying pre- and post-audit activities for the organization, and suitable reporting requirements; and

(h) complement existing energy and other management systems, such as ISO 50001, AS/NZS ISO 14001 and AS/NZS ISO 9001.

3 APPLICATION

This Standard is intended for use by any organization that operates transport fleets of all types and anyone involved in the assessment of energy use and identification of opportunities to improve the management of energy in the fleet or within the organization. Organizations and auditors may use this Standard when defining the scope of an energy audit.

This Standard may be applied to transport fleets throughout Australia and New Zealand.

The Standard may serve as a useful reference document for anyone interested in effective energy management for transport fleets. This Standard has been developed to complement ISO 50001 and to be consistent with ISO 50002*.

4 REFERENCED DOCUMENTS

The following documents are referred to in this Standard:

NOTE: Documents for informative purposes are listed in the bibliography.

AS 4121 Code of ethics and procedures for the selection of consultants

AS/NZS 3598 Energy audits 3598.1 Commercial building operations and maintenance 3598.2 Industrial and related activities

AS/NZS ISO 9001 Quality management systems—Fundamentals and vocabulary

14001 Environmental management systems—Requirements with guidance for use

ISO 19011 Guidelines for auditing management systems

50001 Energy management systems—Requirements with guidance for use

50002* Energy audits

50003* Energy management systems—Requirements for bodies providing audit andcertification of energy management systems

50004* Energy management systems—Guidance for the implementation, maintenanceand improvement of an energy management system

50006* Energy management systems—Measuring energy performance using energybaselines (EnB) and energy performance indicators (EnPI)—General principlesand guidance

* To be published.


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ISO 50015* Energy management systems—Energy management systems—Measurement

and verification of organizational energy performance—General principles andguidance

International Maritime Organization (2012), Guidelines For the Development of a Ship Energy Efficiency Management Plan (SEEMP), MEPC 63/23

UIC/UNIFE, TEC REC 100 001, Specification and verification of energy consumption forrailway rolling stock, 2010 (download on: http://www.tecrec-rail.org)

5 DEFINITIONS

For the purpose of this Standard the definitions below apply:

5.1 Audited object

Subject of the energy audit which may include transport systems, fleets, fleet segments and vehicles.

[Source: ISO 50002*, site(s), building(s), equipment, system(s), process(es), ‘or services’ omitted and ‘fleet segments and vehicles’ added.]

5.2 Benchmarking

The use of energy performance indicators (EnPIs) to compare the energy consumption and/or intensity of a vehicle or fleet under review with similar sized vehicles or fleets performing the same function and, thus, establishing whether energy consumption is in the typical range or comparatively efficient.

5.3 Boundary

Physical or site limits and/or organizational limits as defined by the organization. NOTE: The boundary of energy audit could be different to the boundary of an energy management system.

Example: Long haul fleet, local delivery, bus fleet or passenger flight category.

[Source: ISO 50004*, example added]

5.4 Duty cycle

Operating cycle of a transport segment or vehicle, describing the different types of work performed, which will vary considerably depending on the following:

(a) Trip distances, weights carried, average speeds, stopping frequency, route gradients, braking and cornering frequency, and drag coefficients.

(b) The proportion of time that the vehicle operates in each mode (such as idling, cruising, braking, takeoff or landing).

The cycle reflects the type of work the vehicle does and is independent of vehicle configuration. Operating cycles are typically one of the primary determinants of fuel consumption.

NOTES:

1 May also be applied to a fleet or to vehicle systems such as engines, turbines or air conditioning systems.

2 Different fleet segments may be described as having a particular duty cycle.

3 Refer to the Table E3 in Appendix E, for examples in a road transport context. Similar distinctions could be made for aircraft, trains and vessels.

* To be published.


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5.5 Energy

Electricity, fuels, steam, heat, compressed air, and other like media.

NOTES:

1 For the purposes of this Standard, energy refers to the various forms of energy, including renewable, which can be extracted, purchased, stored, treated, used in equipment or in a process, or recovered.

2 Typical energy sources in transport include diesel fuel, aviation fuels, bunker fuel, petrol, biofuels and electricity.

[Source: ISO 50001, with changes to Note 1 and new Note 2.]

5.6 Energy audit

Systematic analysis of energy use and energy consumption of audited objects, in order to assess current energy use and identify, quantify and report on the opportunities for improved energy performance.

NOTE: The terms ‘energy audit’ and ‘energy assessment’ are often used interchangeably.

5.7 Energy auditor

Individual, group of people or body conducting an energy audit. NOTE: A group or body can include subcontractors.

[Source: ISO 50004*]

5.8 Energy balance

A mathematical statement of the conservation of energy, and a systematic accounting for energy flows, losses and transformations in a system, as distinct from an energy end use breakdown.

NOTE: Vehicle energy balances may account for the energy consumed by resistances (such as aerodynamic and rolling resistance), propulsion systems and ancillaries, generally on an instantaneous basis.

5.9 Energy baseline

Quantitative reference(s) providing a basis for comparison of energy performance.

NOTES:

1 An energy baseline reflects a specified period of time.

2 An energy baseline can be normalized using variables which affect energy use and/or consumption, e.g. tonnes shipped, equivalent flat haul, distance travelled, passenger miles, etc.

3 The energy baseline is also used for calculation of energy savings, as a reference before and after implementation of energy performance improvement actions.

[Source: ISO 50001, with changes to Note 2]

5.10 Energy consumption

Quantity of energy applied.

[Source: ISO 50001]

* To be published.


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5.11 Energy efficiency

Ratio or other quantitative relationship between an output of performance, service, goods or energy, and an input of energy (e.g. conversion efficiency; energy required/energy used; output/input; theoretical energy used to operate/energy used to operate).

NOTES:

1 Both input and output need to be clearly specified in quantity and quality, and be measurable.

2 Vehicle fleet efficiency is typically denoted by energy intensity measures, such as litres of diesel per tonne km.

3 For vehicles, conversion efficiency will typically only be relevant on an instantaneous basis.

[Source: ISO 50001, Notes 2 and 3 added]

5.12 Energy end use breakdown

An account of fuel or other energy inputs showing how much of each energy source is consumed by or allocated to each end use, such as vehicle class, duty (moving freight or passengers) or activity (moving, idling, rolling resistance, wind resistance).

NOTES:

1 Differs from an energy balance in that energy losses and energy conversions are not necessarily taken into account.

2 Each energy source is normally accounted for separately.

3 Fleet energy end use breakdowns might account for energy consumption by fleet segment or vehicle type.

4 Vehicle energy end use breakdowns may account for the energy consumed by resistances (such as aerodynamic and rolling resistance), propulsion systems and ancillaries, generally on a longer term basis using averaged data.

[Source: AS/NZS 3598.0, Notes 3 and 4 added]

5.13 Energy intensity

Ratio of energy consumption to a measure of the activity carried out by an entity, e.g. production levels, total floor space, number of employees, financial turnover etc.

NOTES:

1 Energy consumption related to production levels is also referred to as ‘specific consumption’.

2 Examples include litres per kilometre, litres per tonne kilometre, litres per passenger kilometre.

[Source: ISO 50004*, Note 2 added]

5.14 Energy management system (EnMS)

Set of interrelated or interacting elements to establish an energy policy and energy objectives, and processes and procedures to achieve those objectives.

[Source: ISO 50001]

5.15 Energy monitoring

The regular recording and review of energy consumption and cost, and the principal variables that could affect these, such as distance travelled, load and vehicle tare, vehicle operating procedures and velocity.

* To be published.


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5.16 Energy performance

Measurable results related to energy efficiency, energy use and energy consumption.

NOTES:

1 In the context of energy management systems, results can be measured against the organization's energy policy, objectives, targets and other energy performance requirements.

2 Energy performance is one component of the performance of the energy management system.

3 For transport systems energy efficiency will typically be denoted by energy intensity measures, or conversion efficiency on an instantaneous basis.

[Source: ISO 50001, Note 3 added]

5.17 Energy performance indicator (EnPI)

Quantitative value or measure of energy performance, as defined by the organization.

NOTES:

1 This could be expressed as a simple metric, ratio or a more complex model.

2 Effective energy intensity measures should enable comparison between different divisions, fleet segments or vehicle types and performance trends over time.

[Source: ISO 50001, with changes to Note 2]

5.18 Energy use

Manner or kind of application of energy (e.g. ventilation, lighting, heating, cooling, transportation, processes, production lines).

NOTE: Energy end-use application is an alternative term in some cases.

[Source: ISO 50001, Note added]

5.19 Exergy

Also known as ‘available energy’. The maximum theoretical useful shaft or electrical work obtainable from a system as the system moves towards equilibrium, with heat transfer occurring with the environment. Determined from property values for the system only, it is an extensive property of the system. In transport, exergy may be of relevance to the performance of engines, refrigeration and cooling systems.

NOTES:

1 Exergy can be destroyed by irreversibilities in a system or control volume, but cannot become negative.

2 Exergy can be transferred by three means: exergy transfer associated with work, exergy transfer associated with heat transfer, and exergy transfer associated with the matter entering and exiting a control volume.

3 Transfers are evaluated relative to the environment.

4 Balances can be written in various forms, depending on whether the system is a closed system or control volume and whether steady-state or transient operation is analysed.

[Adapted from Moran, M.J., (2004), ‘Engineering Thermodynamics’, Chapter 2 in Kreith, F. and D. Yogi Goswami, D.Y (ed), CRC Handbook of Mechanical Engineering, 2nd edition, CRC Press]


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5.20 Organization

Company, corporation, firm, enterprise, authority or institution, or part or combination thereof, whether incorporated or not, public or private, that has its own functions and administration and that has the authority to control its energy use and consumption.

NOTE: An organization can be a person or a group of people.


5.21 Relevant variable

Quantifiable parameter impacting energy consumption.

NOTE: A relevant variable could also be known as adjustment factors (e.g. vehicle weight, tyre pressure, engine tuning, average velocity etc.).


5.22 Transport

Activity that implies the movement of people or goods from one place to another.

5.23 Vehicle

Mobile object used to perform transport tasks.

Example: Truck, train, aircraft, ship or automobile.

5.24 Fleet

Group of vehicles.

5.25 Vehicle operator

Person that governs the vehicles with his/her own hands, (e.g. driver, captain, pilot).

NOTE: This includes remote operation or control of the vehicle.

5.26 Transport service

Service provided to a beneficiary for the transport of a cargo or a person from a departure point to a destination point.

5.27 Segment

Group of vehicles performing the same type of transport, i.e. subset of a fleet having a certain common feature.

NOTE: The criteria for segment definition depend on the kind of transport the audited organization performs and the kind of vehicles used. An example might be differentiating the vehicles performing local distribution as opposed to long distance shipment in two different segments.

6 SPECIFIC CONSIDERATIONS FOR TRANSPORT FLEETS

6.1 Factors affecting efficiency

Transport operations have characteristics that produce variability in energy performance and make fleet energy consumption difficult to model. There is often very high variation in routes, loading and traffic conditions. The influence of the vehicle operator on performance is very high relative to the influence of operators of industrial process equipment. Furthermore, transport operations may be constrained by regulations, such as noise or load limits on particular routes. In some cases, the possibility of selecting or changing the mode of transport is also a specific aspect of the transport activity.

* To be published.


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While the day-to-day energy consumption of a business is driven largely by the efficiency of equipment and vehicle operator performance, at a strategic level there are also other factors that may increase or reduce energy consumption. These include the following:

(a) Organizational targets for emissions reductions, etc.

(b) How energy consumption measurement and monitoring systems data are used.

(c) The choice of transport mode.

(d) Vehicle utilization.

(e) Vehicle loading and scheduling.

(f) Customer needs, such as just-in-time delivery.

(g) Contractual requirements.

(h) Maintenance or repair requirements.

(i) Variability in duty cycles.

(j) Company policy on alternative fuels.

(k) Regulatory and physical infrastructure.

In many transport operations it is also difficult to quantify energy performance—or even select appropriate energy performance indicators—because conversion efficiency is not readily applicable to the overall transport task. This makes it difficult to quantify energy balances (and material/load balances) relative to industrial processes or buildings.

6.2 Data availability and quality

Transport is a complex dynamic industry with a significant number of variables. While it may be simple to estimate savings at a superficial level, an energy audit seeks to establish an ongoing energy management plan, and systematic approach to improving energy use. Therefore a structured technical approach to performing a fleet audit is considered essential.

A sound fleet audit ideally provides clarity, accuracy and logical analysis describing how a vehicle fleet operator or owner can save energy while maintaining or increasing productivity.

Evaluating data availability is an important step in determining the appropriate type of audit.

Most medium to large transport fleets operate different transport activities with types of vehicles and duty cycles. An energy audit shall analyse energy performance by fleet segment wherever appropriate (and possible) so as to ensure that the analysis is applicable to the vehicle characteristics and duty cycle. Auditors should ensure that data is of sufficient quality to enable any recommendations made to be costed, measured and verified, with the specific purpose of giving the organization sufficient confidence to act on those recommendations.

6.3 Data availability review

Evaluating data availability is an important step in determining the appropriate type of audit. The process of review should include the following:

(a) Prior to undertaking an energy audit the organization should evaluate energy measurement, data and monitoring systems for the fleet. The review—

(i) identifies cost effective improvements to measurement and metering systems so as to track energy performance over time; and

(ii) ensures sufficient valid data is available for accurate analysis and correct attribution of fuel consumption.


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(b) The review involves the following data collection tasks:

(i) Clear identification of the audited object and identification of boundaries applied.

(ii) Historic energy use including monthly energy consumption profiles for at least the last 12 months (recommended 24 months) to evaluate data quality.

(iii) Appropriate transport activity data to establish overall EnPIs.

(iv) Summary of energy consumption and costs.

(v) Table of gross price for each fuel (include lines/retailer split for large business).

(c) Analysis to be performed as part of the review should include:

(i) Annual energy end-use breakdown by fleet segment including consumption of all end uses representing more than 20% of total energy cost or consumption.

NOTE: Remaining energy use need only be quantified as ‘other’.

(ii) Establishment of EnPIs.

(d) Analysis of the organization’s existing systems to monitor and manage fuel consumption, including:

(i) Data quality and availability.

(ii) Details of any measures undertaken by the organization in the past to reduce fuel consumption.

(iii) Details of original equipment manufacturer (OEM) vehicle technology such as cruise control, as well as after-market equipment, associated systems, system interfaces and data sources.

NOTE: The ultimate system involves monitoring vehicle fuel use near real time as is viable and correctly attributing the driver, location and task for each vehicle at the time of each fuel use record.

(e) Analysis of the effectiveness of energy measurement, data and monitoring systems for the fleet.

(f) The review report should outline the following:

(i) The scope for improvement to measurement and metering systems in order to enable effective energy performance monitoring.

(ii) Recommendations for the next steps in the monitoring and audit process, including estimated costs and benefits.

(iii) An indication of the broad uncertainty of energy performance data, possibly via sensitivity analysis.

(iv) Where applicable, nomination of typical payback periods for the identified measurement and monitoring actions.

6.4 Operational procedures and measurement systems

To establish whether or not an energy saving intervention has worked, an energy audit should aim to correctly attribute any change to a particular variable (or variables) and to relate that change to baseline performance. Therefore the first type of audit focuses on measurement systems.

Measuring and metering technology is an enabler to inform vehicle operators and management. It is up to management to effect the required change and continue the energy saving process in the longer term.


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7 WHEN TO UNDERTAKE AUDITS

An audit of an appropriate type should be undertaken every 3 to 5 years or whenever there are—

(a) proposed and recent significant changes in fleet energy use, changes to fuel systems or processes or process;

(b) depot/warehouse/hub site developments relocations or refurbishments that impact upon fleet logistics;

(c) proposed and recent revisions of working fleet operating practices;

(d) major changes in the customer base or in the types of loads being transported;

(e) substantial changes in energy price or its availability;

(f) significant changes in the energy performance indicator (EnPI) for the fleet or audited object;

(g) significant changes in energy costs;

(h) introductions of new technologies, such as hybrid vehicles; or

(i) regulatory or other requirements to do so.

8 ENERGY AUDIT REQUIREMENTS

8.1 General

A rigorous energy audit follows five fundamental requirements. The application of these requirements helps to make the energy audit an effective and reliable tool in support of management decisions and controls, by providing information that enables an organization to act in order to improve its energy performance.

Adherence to these requirements is a prerequisite for providing an effective energy audit and for enabling energy auditor(s), working independently from one another, to reach similar conclusions in similar circumstances.

8.2 Requirements

An energy audit shall—

(a) be consistent with the agreed scope, boundary and objective;

(b) involve measurement and observation that is appropriate to energy uses and consumption;

(c) collect and utilize energy performance data that is representative and accurate;

(d) employ a traceable process for collecting and analysing data; and

(e) provide energy performance improvement opportunities based on economic analysis that are appropriate for the chosen type of audit.

9 ENERGY AUDITOR REQUIREMENTS

9.1 Competency

9.1.1 General

The energy auditor or auditing team shall have suitable knowledge for the type of work being undertaken and the agreed scope, boundary and objective.

NOTES:

1 The competencies that should be shown by energy auditors are listed in Appendix B.

2 Any required accreditation or industry standards should be considered.


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Transport fleet energy auditors shall demonstrate the following competencies, as required by the scope of the audit:

(a) Knowledge of the different transport modes and duty cycles included in the audit scope.

(b) Knowledge of transport segments.

(c) Understanding of vehicle logistics.

(d) Understanding of vehicle technologies and performance.

(e) Knowledge of transport data systems and measurement systems.

(f) Knowledge of the impact of vehicle operator behaviour.

(g) Understanding of critical safety issues.

(h) Knowledge of vehicle maintenance approaches and systems.

Any required auditor accreditation or industry standards applicable to the relevant jurisdiction should be considered, along with the type of audit and the audited object.

NOTE: See Appendix D for guidance on auditor competencies.

9.1.1 Additional competencies for detailed audits

Audits of Type 2 and Type 3 require higher competency levels than Type 1 audits due to the increased level of detail and analysis involved.

Type 2 audits shall be undertaken by auditors with appropriate technical, managerial and professional experience and skills—and familiarity with the energy uses being audited—to analyse detailed energy and process data to identify and evaluate opportunities.

Type 3 audits shall be undertaken by auditors with appropriate technical, managerial and professional experience and skills—and familiarity with the specific energy uses being audited—to analyse detailed energy and process data to identify and evaluate opportunities. As Type 3 audits involve measurement and acquisition of data the auditors should have knowledge of energy data acquisition and measurement.

9.2 Confidentiality

The energy auditor shall exercise discretion in the use and protection of data and other information acquired in the course of their duties. Energy audit information shall not be used inappropriately for personal gain by the energy auditor or the organization, or in a manner detrimental to the legitimate interest of the organization. This requirement includes the proper handling of sensitive or confidential information in consultation with the organization.

9.3 Objectivity

The energy auditor shall act independently and in an impartial manner. Conflicts of interest, personal, financial or other, shall be identified and disclosed to the organization in a timely manner.

NOTE: A conflict of interest occurs when an individual or organization is involved in multiple interests, one of which could possibly compromise the motivation for an act in another.

The energy auditor shall ensure that their claims for performance of products, provision of services and expertise are accurate, substantive and independently verifiable.

If the organization intends to carry out an energy audit using internal personnel, it may not be possible for energy auditor(s) to be fully independent of the audited object(s), but every effort should be made to remove bias and encourage objectivity.


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10 AUDIT TYPES

10.1 General

Depending on the needs of the organization, one or more of the following types of assessment described in this Clause shall be selected to determine the scope and level of detail of the audit. Requirements for each audit type are specified in Clause 12.

NOTE: See Appendix E for guidance.

Organizations should select the most appropriate type of audit from Types 1 to 3, based on the level of detail and focus required. Clause 11 defines the minimum actions that are required to complete an audit that complies with the requirements of each defined type.

Type 1 represents the minimum level of detail required to comply with this Standard.

10.2 Selection of audit type

The appropriate focus and level of detail required for an audit depends on the audited object, the energy uses and energy consumption, and the resources available for the audit. As a preliminary audit activity, the organization and the energy auditor should establish the availability of data for the energy audit and determine whether or not the data is sufficient to enable this type of audit.

If additional measurement is required the organization and the auditor should typically agree on the extent of required measurements before undertaking the audit. For audits of Type 2 or 3, it is advisable for the organization and the auditor to agree on a current energy price or prices.

Clauses 10.4 to 10.6 provide a summary of audit Types 1 to 3. Selection of the audit type shall be based on the detailed requirements for each audit type in Clause 12.

10.3 Auditor competencies for each audit type

Auditor competencies for the 3 types of audits are discussed in Clause 9.1.

10.4 Type 1

Type 1 defines the minimum level of detail for an audit required to comply with this Standard. Type 1 audits provide a quantitative overview of energy performance and identify no-cost and low-cost opportunities with paybacks periods of up to 2 years. The accuracy of costs and benefits would generally only be sufficient for low cost operational expenditures or as a method for prioritizing opportunities for more detailed assessment.

As such, a Type 1 audit is aimed at smaller fleets, for which a detailed audit is not normally cost-effective, or as a preliminary audit for larger transport operations. Larger organizations may use Type 1 audits to establish which fleets or fleet segments might require a more detailed audit, or to determine the potential to improve the efficiency of light vehicles in a broader portfolio of vehicle assets.

Type 1 audits provide indicative or typical savings calculated using rules of thumb or industry acceptable benchmarks, with indicative costs used to provide a simple payback. Costs and energy savings are therefore to a broad estimate level.

10.5 Type 2

Type 2 defines a more detailed level of audit involving a comprehensive review and analysis of fleet segments, vehicles and operational characteristics of the whole fleet to enable quantified energy savings recommendations. Type 2 audits are required to include an economic analysis of recommended energy performance improvement actions based on agreed economic criteria to rank opportunities. The accuracy of costs and savings should generally be sufficient for operational expenditures or medium-scale capital investments, and should be commensurate with organization’s approval processes for expenditures at those levels.


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Type 2 audits may include in-service measurements but would not normally involve monitoring over time.

Some major projects or procurement opportunities may require additional data to quantify the energy performance improvements, costs and benefits, and may still require further investigation by the organization, possibly through a Type 3 audit.

Type 2 audits calculate energy savings by reconciling against each fleet segment, considering daily energy consumption profiles. Costs of implementation are based on a build-up of both capital and labour items including site, internal and project management costs. Type 2 audit requirements provide costs and benefits to a medium level of accuracy.

10.6 Type 3

Audits of this type are typically focused on fleet divisions or specific fleet segments, such as for a long haul B-double fleet, rather than for all transport operations. Type 3 defines a more detailed and focused audit than Type 2 to quantify the business case for energy saving measures. Type 3 audits involve additional measurements to monitor energy data over a period long enough to capture the various operating conditions and relevant variables which require their own set of measurements.

Audits of this type would normally involve representatives from the organization in the development of cost estimates, to provide the level of accuracy required by the company’s existing capital expenditure process.

Type 3 audits calculate energy savings by reconciling against the detailed energy balance, considering energy consumption profiles and the additional measurements taken during the audit. Costs of implementation are based on a build-up of both capital and labour items including site internal and project management costs, to the level of accuracy required by the company’s capital expenditure process. Type 3 audit requirements provide costs and benefits to a higher level of accuracy, developed with input from the organization.

NOTE: Type 3 audits could be undertaken for several fleets or fleet segments, either separately or in parallel, as part of the implementation of an energy management system. In these cases audits would typically be undertaken over a period of time sufficient to measure data, perform the analysis, including analysis of interactions between significant fleet segments and transport modes, and quantify the business case. This means that Type 3 audits covering major fleets or fleet segments in a broader transport operation would typically extend beyond the scope of a single contract and would require significant involvement from the organization.

11 ORGANIZATION’S ENGAGEMENT WITH THE AUDIT

11.1 General

The degree to which the organization engages with the audit process is critical to the success of the audit and the achievement of the objectives of the audit.

Energy audits and energy saving opportunities identified in audits are best implemented in the context of an Energy Management System (EnMS) such as one consistent with ISO 50001.

Whether or not an organization has an energy management system in place, organizations are more likely to achieve the intended outcomes of an audit when senior management supports audit objectives and provides sufficient resources for the audit process and for post-audit activities.

11.2 Pre-audit activities

11.2.1 General

Appendix D provides requirements for performing an energy audit.

Transport operations comprise complex, time-critical processes and being able to audit them without affecting fleet productivity is imperative.


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The organization shall provide the auditor with appropriate access to relevant personnel, records, documentation and equipment as required for the type of audit.

The needs of both the operations department and the auditor shall be the subject of agreement between the two parties, to enable the auditors to complete their duties in a proper manner. This prior agreement should avoid the need for changes in audit scope during the audit process.

In order to ensure that there is sufficient data available for an energy audit it is recommended that organizations undertake a data availability review as outlined in Clause 4.3.

11.2.2 Choice of audit type

The scope of the audit shall align with the business objectives of the organization. In so far as the scope of the audit is encapsulated in the type of audit and in the boundaries of the object to be audited, the scope shall reflect the following:

(a) Specific business and operational issues to be addressed by the audit.

(b) Availability of the data and information required for the chosen type of audit.

(c) Availability of organizational representatives to facilitate the chosen type of audit.

(d) Complexity of the transport operations and the energy uses for the audited object.

(e) Total energy expenditure.

(f) Budget available for the audit process.

(g) The potential benefits of undertaking an audit versus the time and cost involved in undertaking the audit.

NOTE: Implementation of low cost, easily implemented projects may provide funding for the implementation of additional efficiency projects.

11.2.3 Selection of auditors

Organizations shall select an auditor with demonstrated experience, relevant to the characteristics of the audited object and the type of audit to be undertaken, when carrying out any energy audit in accordance with this Standard. If an audit is being conducted externally, the process outlined in AS 4121 (or other appropriate procurement processes) should be used to select the energy auditor.

Benchmarking and monitoring fleet performance is an important part of a transport energy audit. The organization should ensure that the auditor has the knowledge and experience to effectively benchmark and monitor fleet performance over time.

The auditor shall nominate one or more capable individuals who will be responsible for conducting the audit. The work shall be performed by, or under the direct supervision of, the nominated individual or individuals. Where applicable, nominated individual(s) should be suitably qualified and recognized by appropriate industry associations or other organizations.

11.2.4 Information to be provided

As part of the energy audit planning process, the organization outlines the desired audit outcomes. In view of these outcomes, the auditor shall specify the minimum information needed to conduct the audit.. The role of the organization is to supply the information agreed in the data collection plan to the auditor according to the timeframe agreed between the auditor and the organization.

NOTE: The data collection plan may be amended by agreement.


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11.2.5 Format

The monitored data that is maintained by the organization should be presented in the form requested by the energy auditor or in another easily assimilated form (for example, spreadsheets that reveal changes of energy consumption over time).

NOTE: As part of good energy management practice the data should be reviewed regularly and any change in the pattern of energy consumption over time should be investigated, possibly by an energy audit.

11.3 During the audit

The organization should arrange for appropriate fleet and/or site access, provision of additional information and meetings with key personnel and other staff as required by the auditor and agreed by the organization.

11.3.1 Internal communication

The organization shall issue a summary of the purpose and main needs of the audit and communicate this to the people with responsibility for the organization’s facilities involved in transportation. Where possible, these personnel shall be present at the opening meeting.

As the audit progresses, the organization shall be informed of the results, deviations and any outstanding issues. Likewise, the auditor shall communicate with the organization on issues affecting the conduct of the audit.

The organization shall inform the auditor of any significant changes that would impact on the energy audit.

NOTE: Due to the dispersed nature of transport, a focus on communication is of paramount importance.

11.4 Post audit

The role of the organization does not end with the handover of the audit report.

In order to realize the business objectives of the audit the organization should carry out the following post-audit activities after the final report has been submitted:

(a) If the business requirement of the audit was to assess the feasibility of a more detailed study, the organization should review the outcomes of the audit and make a decision on whether to undertake a more comprehensive or detailed audit.

(b) Develop an action plan that outlines, by priority, the tasks and costs involved in implementing each measure, the allocation of these tasks, and the timetable for their implementation.

(c) Present recommendations for implementation of energy performance improvement actions to the appropriate level of management for a decision.

(d) Regularly monitor the results of measures implemented and review the action plan as required.

(e) If recommended in the audit report, consider whether any additional data collection or analysis is required to manage energy consumption or to quantify identified opportunities more accurately.

(f) Assign a suitable management representative to oversee post-audit activities.

(g) Communicate the outcomes of the audit and its contribution to energy performance improvement to relevant staff in the organization.


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12 DETAILED REQUIREMENTS FOR DIFFERENT AUDIT TYPES

12.1 Audit types

Three audit types are specified; Type 1 (see Clause 12.3), Type 2 (see Clause 12.4) and Type 3 (see Clause 12 .4).

Type 1 represents the minimum level of detail required for an energy audit to comply with this Standard. Each type defines the minimum actions that are required to complete an audit that complies with the requirements of that defined type.

Requirements for each audit type are necessary to enable the audit to meet the specified business needs and achieve the specified business outcomes with a process that effectively supports management decisions and is sufficiently rigorous and repeatable.

Each of the nominated requirements is a minimum for each type. In some cases it may be appropriate to go beyond the level of detail outlined for each type, as agreed between the organization and the auditor.

12.2 Specific audit type requirements

12.2.1 General

This Standard aims to be sufficiently specific to ensure responses of comparable quality to organizations issuing requests for proposal for energy audits.

In order to be of value, energy audits need to identify specific, measurable and implementable energy savings opportunities.

Energy audits are required by Clause 12 to quantify energy savings measures, rather than simply providing recommendations for further investigation. Audits of a specified type completed to this standard should therefore be of more consistent in terms of quality and cost.

12.2.2 Variations from the defined audit types

The organization and the auditor may agree to vary an audit from the defined type and remain compliant with the standard. In such instances a schedule containing the information specified in Appendix C shall be used.

12.3 Type 1 audit

12.3.1 General

Typical applications for a Type 1 audit include the following:

(a) Formal audit of transport operations at a high level.

(b) Lower cost study for the identification of short payback measures.

(c) Cost-effective study for smaller fleets.

12.3.2 Business needs and outcomes

A Type 1 audit shall include the following to address business needs and outcomes:

(a) Identification and basic evaluation of low cost opportunities that can be easily implemented.

(b) Overview of energy consumption at fleet level.

(c) Overview of energy costs and the potential benefits of managing energy.

(d) Overview of the extent of more capital intensive opportunities.

(e) Indication of potential savings and benefits from undertaking more detailed investigations such as a Type 2 or Type 3 energy audit.


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The data collection and analysis, opportunity identification and evaluation and reporting requirements below are focused on achieving these business outcomes.

12.3.3 Data collection

Data collection to be outlined in a Type 1 audit report shall include the following:

(a) Clear identification of the audited object and identification of boundaries applied.

(b) Summary description of the audited object and all fleet segments consuming more than 20% of total energy consumption.

(c) Historic energy use including available load profiles for at least the last 12 months (recommended 24 months) to identify anomalies.

(d) Appropriate transport activity data to establish overall EnPIs.

(e) Summary of energy consumption and costs.

(f) Table of gross price for each fuel and energy source.

12.3.4 Analysis

Analysis to be outlined in a Type 1 audit report shall include the following:

(a) Annual energy end-use breakdown including consumption of all end uses >20% of total energy cost or consumption.

NOTE: Remaining energy use need only be quantified as ‘other’.

(b) Establishment of EnPIs.

(c) Comparison of EnPIs with known benchmarks and best practice targets.

(d) Analysis of potential financial savings from energy billing or contracting changes.

(e) High-level review of monthly energy consumption data to identify anomalies, where available.

(f) Provide a brief comment on any recommended improvements to the organization’s management practices in relation to energy consumption, including—

(i) management responsibilities;

(ii) energy monitoring practices;

(iii) processes for energy efficiency investment;

(iv) existing fleet energy efficiency activity;

(v) vehicle operating practices and procedures; and

(vi) documented maintenance procedures.

12.3.5 Opportunity identification

The opportunity identification to be outlined in a Type 1 audit report shall include the following:

(a) Site visit to inspect fleet operation and logistical practices and to interview key staff members and supervisors so as to investigate energy consumption under different circumstances.

(b) Identification and quantification of low-cost and easily quantifiable savings.

(c) Identification of more capital intensive measures at a generic or specific level but not required to be taken through to technical resolution.


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12.3.6 Opportunity evaluation

The opportunity evaluation to be outlined in a Type 1 audit report shall include the following:

(a) Indicative or typical savings calculated using rules of thumb, reconciled to energy baseline.

(b) Nomination of typical payback periods for the identified opportunities.

(c) A list of saving opportunities with simple paybacks of less than 2 years. This list shall include the following:

(i) At least 80% of the identified energy savings shall be quantified to the extent necessary for the organization to make a decision about their implementation.

(ii) Cost savings need to include both the energy savings and non-energy savings expected from implementing the recommendation.

(iii) Return on investment (ROI) for each recommendation shall be expressed as simple payback.

(iv) An outline of steps is required to generate specific actions that can be implemented.

(d) A list of saving opportunities with simple paybacks of 2 years or longer. This list shall include the following:

(i) Only broad estimates of costs and savings are required unless otherwise agreed with the organization.

(ii) A level of uncertainty is to be stated for each recommendation (broad estimate or medium level of accuracy).

(iii) Measures to be identified where additional data/investigation required to improve or clarify measures.

(e) Summary table of measures specifying measure identifier, cost, cost savings, energy savings, peak demand savings for electric vehicle fleets, non-energy savings and payback.

(f) Identification of measures where additional data/investigation are required to improve or clarify energy savings, costs or benefits.

12.4 Type 2

12.4.1 General


(a) Standard, detailed energy audit for the identification of a full range of energy efficiency measures.

(b) Suitable for most fleets.

(c) Generally not cost effective for organizations with smaller energy budgets.



(a) Identification and evaluation of a range of coherent and specific opportunities with specific costs and benefits.

(b) Detailed analysis of energy consumption and fleet segments.

(c) Data for energy review/monitoring purpose.


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(d) Identification of opportunities for which further or more detailed investigation involving measurement is required.




(a) Clear identification of the audited object and identification of boundaries applied. Summary description of audited object and all fleet segments consuming >10% of total energy consumption.

(b) Historic energy use including loading analysis for at least the last 12 months (recommended 24 months).

(c) Appropriate data to establish EnPIs for fleet segments.

(d) Summary of energy consumption and costs.

(e) Tabulation of pricing structure for each energy source. Nomination of simplified rates used in savings calculations (typically 2-3 averaged daily energy costs figures plus a separate demand cost figure for electric vehicle fleets).

NOTE: Costs should reflect the variation of energy costs, if any, depending on the load and time of the day when the equipment is used.

(f) Additional energy data and information to be analysed in the audit, as appropriate, to include—

(i) detailed data on fleet segments, vehicle types and specifications, including known relevant variables;

(ii) monitoring equipment configuration, and analysis information;

(iii) vehicle design, operation and maintenance documents;

(iv) energy audits or previous studies related to energy and energy performance;

(v) future plans that affect energy use; and

(vi) logistical information affecting energy performance.

12.4.4 Analysis


(a) Analysis of historic energy use including normalization for known variables such as transport activity levels or climatic conditions.

(b) Comparison between the identified task and utilisation of the existing vehicle fleet to determine the fit to client requirements.

(c) Detailed fleet operating profile, reviewing—

(i) the client’s documented vehicle fleet management policy, plans, guidelines compared with actual operational business practice, processes and operational procedures;

(ii) fleet procurement and disposal, fleet optimisation, vehicle maintenance, driver education, fleet monitoring systems and management practices;

(iii) vehicle specifications including components and accessories that affect energy use (e.g. aerodynamic devices and tyres);

(iv) methods used to derive all measurement and metering data, commenting on validity and authentication of data;


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(v) scope for system and process improvement and identification of any further fuel savings measures that may be considered relative to the size, nature and objectives of the business; and

(vi) Loading/carrying capacity and load scheduling.

(d) Monitoring and measurement:

(i) review of the client’s existing systems to monitor and manage fuel use, including details of any measures undertaken by the client in the past to reduce fuel use.

(ii) this will include original equipment manufacturer (OEM) vehicle technology such as cruise control, as well as after-market equipment, associated systems.

(iii) system interfaces and data sources.

(e) Detailed energy balance including consumption of all end uses >10% of total energy cost or consumption (and for all processes consuming >0.1 PJ or 28 GWh annually), including—

(i) the annual end-use breakdown for each fuel;

(ii) the annual energy balance;

(iii) for electric vehicle fleets, presentation of separate 24 hour time-of-use electrical power profile across typical operating and non-operating days and for different periods (e.g. different seasons or major operation/production modes) where time-of-use data for energy consumption is available; and

NOTES:

1 Data frequency should be sufficient to account for the variability of the processes being analysed.

2 Where only tariff period information is available, the typical profiles should at least include energy end use breakdowns across these tariff periods.

(iv) identification and calculation or estimation of energy losses in production, and distribution and services.

NOTE: Remaining energy consumption may be quantified as ‘other’, or further analysed as agreed with the organization.

(f) Where applicable, analysis of potential savings from improvements in billing or energy contracting.

(g) Establishment of EnPIs.

(h) Comparison of EnPIs with known benchmarks and best practice targets.

(i) EnPIs shall be normalized where appropriate, e.g. to account for seasonal variations in production levels, climatic variations etc.

(j) Evaluation of the vehicle selection and logistical options to address the transport task needs.

(k) Comparisons of energy consumption in different operating regimes, including seasonal, shift by shift and business/after hours as applicable.

(l) Provide comment and recommendations on the organization’s energy management practices including—

(i) energy efficiency goals and policy;

(ii) monitoring practices;

(iii) fleet documentation;

(iv) vehicle operating procedures


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(v) vehicle operator education and training;

(vi) processes for energy efficiency investment;

(vii) existing fleet energy efficiency activity;

(viii) maintenance; and

(ix) procurement policies.



(a) Site visit to inspect fleet and to interview key staff members and supervisors.

(b) Identification of measures where additional data/investigation involving measurement would be required to improve or clarify measures.

(c) Presentation of draft list of opportunities to the organization for discussion, to confirm the feasibility of opportunities prior to detailed analysis/investigation.



(a) List of saving opportunities with paybacks up to 4 years, or as otherwise agreed with the organization. This list shall include the following:

(i) At least 80% of the energy savings opportunities shall be quantified and specified to the extent necessary for the organization to make a decision about their implementation, typically to at least a medium level of accuracy. This includes sufficient clarity of scope for the project to be handed to a third party without the need to complete extensive further investigation to define the scope. Detailed design of measures is not required.

(ii) Energy savings reconciled against the energy end-use breakdown for each fleet segment, including presentation of the impact of each proposed measure against each of the fleet segments presented in the energy end-use breakdown.

(iii) Energy analysis to be developed based on the most detailed data available without the installation of logging equipment (use of additional logging may be desirable but is not mandatory). This includes the use of in vehicle telemetric and global positioning data and the use of manual reads during the audit period.

(iv) Evidence is required of costs of implementation based on a build-up of both capital and labour items, which shall include site internal and project management costs.

(v) Cost savings shall include both the energy savings and non-energy savings (e.g. maintenance or productivity) expected from implementing the recommendation.

NOTE: Non-energy gains may not always be quantifiable within the scope of the audit.

(vi) For electric vehicle fleets, cost savings calculated with representation of tariff rate differences including variation in costs with time of day and the separation of energy use and peak demand components.

(vii) ROI for each recommendation shall be expressed as simple payback.

(viii) Measures to be presented in a logical implementation sequence, with the savings made in previous measures to be accounted for when calculating the savings associated with each measure.


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(ix) Identification of measures where additional data/investigation are required to improve or clarify measures.

(b) For saving opportunities with paybacks of greater than 4 years—

(i) at least half of the recommendations are to be quantified to a medium level of accuracy, or as agreed in the scope of the audit. Qualitative level of uncertainty to be stated for each recommendation;

(ii) only broad estimates are required for other quantified measures. Qualitative level of uncertainty to be stated for each recommendation;

(iii) measures to be presented in a logical implementation sequence, with the savings made in previous measures to be accounted for when calculating the savings associated with each measure; and

(iv) identification of measures where additional data/investigation are required to improve or clarify measures.

(c) Summary table of measures specifying measure identifier, measure cost, cost savings, energy savings, peak demand savings, non-energy savings and payback.

(d) A statement from the energy auditor indicating the basis of calculations and the uncertainty of savings estimates.

12.5 Type 3

12.5.1 General


(a) Detailed study of an object (typically a fleet segment within a larger transport operation) for which specific energy use information has to be gathered rather than being available prior to the audit engagement.

(b) Comprehensive energy audit at fleet level with significant input from the organization, as part of an energy management system and potentially involving a combination of internal and external auditors.

(c) Generally only cost effective at fleet level for organizations with high energy spends.



(a) Identification and evaluation of a range of coherent and specific measures with specific costs and benefits, including indications of ‘non-energy’ gains.

(b) Detailed analysis of energy consumption of the audited object.

(c) More detailed investigation of opportunities for the audited object.

(d) Consideration of the business environment and plans in the audit.

(e) Data for energy review purposes.

(f) Measurement of energy consumption and other relevant variables for the audited object.




(a) Clear identification of the audited object and identification of boundaries applied.


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(b) Summary description of audited object and all fleet segments within this consuming greater than 10% of total audited object energy consumption.

(c) Identification of the role of the audited object in the wider transport operation and the nature of interactions and dependencies between the audited object and other transport operations.

(d) Fleet policies and procedures.

(e) Vehicle fleet profile describing:

(i) the current vehicle fleet profile in terms of the number of vehicles.

(ii) configuration (e.g. semi), body type, fuel type, fuel tank capacity engine capacity, age, distance travelled, fuel economy (in litres per 100 km) and base location, engine type, aerodynamic devices, and other items that may affect energy consumption (for example fuel efficient tyres).

(iii) road user charge (RUC) type and nominal RUC weight.

NOTE: Additional items such as business unit and task may also be included where relevant.

(f) Fleet task location and routes:

(i) Profile of the load characteristics across the fleet in terms of load type, location and routes.

(ii) Utilization will be considered in terms of distance, time and task.

(g) Vehicle operator profile describing:

(i) Profile of vehicle operators in terms of length of service with the company, training, attitude.

(ii) Company communication in relation to fuel saving as perceived by vehicle operators.

(iii) Company’s methods of training vehicle operators for improved energy performance.

(iv) Methods used to measure, report and manage vehicle operator fuel economy performance.

NOTE: An audit report should never enable identification of an individual vehicle operator.

(h) Fuel: the overall consumption of each fuel type, annual or monthly cost and ideally on a price indexed basis.

(i) Documentation of the monitoring process according to the following criteria:

(i) The number and location of meters within the fleet shall be clearly documented.

(ii) Data frequency of logging and analysis shall be appropriate for the systems being logged.

(iii) Data shall be collected for a sufficient period to account for the expected range of values for the relevant variables.

(iv) Electrical measurements shall include both real and apparent power where relevant. Fuel measurements shall be expressed in energy units and in the units in which they purchase the fuel.

(v) Monitoring shall include production or external variables that have a significant impact on energy consumption.


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(j) For electric vehicle fleets, tabulation of tariff structure for each fuel. Nomination of simplified rates used in savings calculations. (Typically 2-3 averaged daily energy costs figures plus a separate demand cost figure); NOTE: Costs should reflect the variation of electricity and gas costs depending on the load and time of the day when the equipment is used.

(k) Where the audit is at fleet level—

(i) operating/loading profile of the fleet;

(ii) energy consumption data for the key fleet segments; and

(iii) production data to establish EnPIs for significant energy uses.

(l) Additional energy data and information to be analysed in the audit, as appropriate, to include—

(i) detailed vehicle specifications and OEM data for the relevant fleet segments, processes and equipment in the audited object, including known relevant variables;

(ii) accessories and aftermarket items such as aerodynamic devices;

(iii) monitoring equipment configuration, and analysis information;

(iv) design, operation and maintenance documents;

(v) energy audits or previous studies related to energy and energy performance;

(vi) future plans affecting energy use; and

(vii) information on how the organization manages its energy.

12.5.4 Analysis


(a) Monitoring period energy use data including normalisation for known transport activity and external variables.

(b) Detailed energy end use breakdown including consumption of all end uses >10% of total energy cost or consumption (and for all processes consuming >0.1 PJ or 28 GWh annually), including—

(i) as a cross-check where applicable, the vehicle energy balance in major operating modes (e.g. highway/cruising speed, take-off, landing);

(ii) annual end-use breakdown by fleet segment for each fuel;

(iii) for electric vehicle fleets, presentation of separate 24 hour time-of-use electrical power profiles across typical operating and non-operating days and for different periods (e.g. different seasons or major operation/production modes) where time-of-use data for energy consumption is available; and

NOTES:

1 Data frequency should be sufficient to account for the variability of the processes being analysed.

2 Where only tariff period information is available, the typical profiles should at least include energy end use breakdowns across these tariff periods.

3 Profiles for other energy sources should be provided where they are within the agreed scope of the audit.

(iv) loading/carrying capacity and load scheduling analysis for fleet segments that include significant loads influencing energy use within the audited object.

NOTE: Remaining energy consumption may be quantified as ‘other’, or further analysed as agreed with the organization.


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(c) Analysis of potential savings from energy billing or contracting changes.

(d) Relation between energy use and production/ambient conditions/relevant variable(s) using appropriate data (this could be hourly or daily or monthly).

(e) Evaluation of the vehicle selection and logistical options to address the transport task needs, with reference to best available technology.

(f) Application of a range of analysis methods to explore relationships between energy consumption and relevant variables.



(a) Site visit(s) to—

(i) interview key staff members and supervisors;

(ii) determine monitoring plan; and

(iii) implement monitoring and gather data.

(b) Presentation of draft list of opportunities to the organization for discussion, to confirm the feasibility of opportunities prior to detailed analysis/investigation.

(c) Where appropriate, other analysis, techniques or experimental approaches (e.g. engineering analysis, vehicle trials, pilot studies, logistical approaches or thermographic imaging) may be used to fully investigate energy consumption.



(a) A list of saving opportunities with simple paybacks up to 4 years, or as otherwise agreed with the organization. This list shall include the following:

(i) All energy savings opportunities for the audited object shall be quantified and specified to the extent necessary for the organization to make a decision about their implementation, typically to a higher level of accuracy. This includes sufficient clarity of scope for the project to be handed to a third party without the need to complete extensive further investigation to define the scope. Detailed design of measures is not required.

(ii) Energy savings reconciled against the energy end use breakdown including presentation of the impact of the each proposed measure against each of the fleet segments included in the audited object.

(iii) Evidence of costs of implementation based on a build-up of both capital and labour items, which shall include site internal and project management costs. Costs shall be to the level of accuracy required by the company’s existing capital expenditure process.

NOTE: The organization may need to assist the auditor with cost data.

(iv) Cost savings which shall include both the energy savings and non-energy savings expected from implementing the recommendation. NOTE: Non-energy gains may not always be quantifiable within the scope of the audit.

(v) For electric vehicle fleets, cost savings which shall be calculated with representation of tariff rate differences including variation in costs with time-of-day and the separation of energy use and peak demand components.


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(vi) Cost savings which shall include both the energy savings and non-energy savings expected from implementing a recommendation.

(vii) The demand and energy savings from each opportunity which shall be quantified separately where demand is a separate cost component in energy prices

(viii) ROI for each recommendation expressed as simple payback, with any additional economic analysis as agreed with the organization.

(ix) Identification of measures where additional data/investigation is required to improve or clarify measures.

(x) Measures presented in a logical implementation sequence, with the savings made in previous measures to be accounted for when calculating the savings associated with each measure.

(b) A list of saving opportunities with simple paybacks of greater than 4 years, or as otherwise agreed with the organization, and including the following conditions:

(i) All recommendations specific to the object being audited are to be quantified.

(ii) At least half of recommendations identified within the wider transport operation that are not specific to the object being audited but affect the audited object may be quantified to a medium level of accuracy, or as agreed in the scope of the audit. Qualitative level of uncertainty to be stated for each recommendation.

(iii) For the remaining half of recommendations identified that are not specific to the object being audited, only broad estimates of costs and savings are required. Qualitative level of uncertainty to be stated for each recommendation.

(iv) Measures are to be presented in a logical implementation sequence, with the savings made in previous measures to be accounted for when calculating the savings associated with each measure.

(v) A summary table of measures specifying measure identifier, measure cost, cost savings, energy savings, peak demand savings, non-energy savings and payback is to be provided.

(vi) The energy auditor shall provide a statement indicating the basis of calculations and the uncertainty of savings estimates.

12.6 Summary of audit types

NOTE: Appendix A presents a tabulated summary of requirements from this Clause 12 for the three defined types of audit.


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APPENDIX A

SUMMARY OF TYPICAL ENERGY AUDIT DELIVERABLES

(Informative)

Deliverables Type 1 Type 2 Type 3

Typical application

Type of audit High level audit of transport operations to identify short payback measures

Standard, detailed energy audit for the identification of a full suite of energy efficiency measures

Detailed study of an object (typically a fleet segment or division) for which specific energy use information has to be gathered.

In some cases a comprehensive energy audit at fleet level with significant input from the organization, as part of an energy management system

Types of opportunities evaluated

Low cost opportunities that can be easily implemented, and indication of the extent of more capital intensive opportunities

Identification and evaluation of a range of coherent and specific opportunities with specific costs and benefits

Energy savings opportunities for the audited object quantified and specified to the extent necessary for the organization to make implementation decisions (within payback threshold)

Data collection Energy analysis to be developed based on higher level data and EnPIs

Energy analysis to be developed based on the most detailed data available without the installation of additional logging equipment

Monitoring is required to include freight tonnage, passenger numbers or external variables that significantly impact on energy consumption, with data collected for a sufficient period to account for the expected range of values for the relevant variables

Data analysis

Energy end-use breakdown

Annual end-use breakdown including consumption of all fleet segments >20% of total energy cost or consumption



Establishment of EnPIs

Yes (where necessary) Yes (where necessary) Yes (where necessary)

Analysis of EnPIs Comparison of EnPIs withknown benchmarks and best practice targets

Comparison of EnPIs with known benchmarks and best practice targets (EnPI’s are required to be normalized where appropriate)

Comparison of EnPIs with known benchmarks and best practice targets (EnPI’s are required to be normalized where appropriate)

Detailed energy balance

Not required Detailed energy balance including consumption of all fleet segments >10% of total energy cost or consumption (and for all processes consuming >0.1 PJ or 2600 kL of diesel annually)

Detailed energy balance including consumption of all fleet segments >10% of total energy cost or consumption (and for all processes consuming >0.1 PJ or 2600 kL of diesel annually)

(continued)


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Analysis of system needs

Not required Evaluation of design and configuration options to address the system needs

Evaluation of design and configuration options to address the system needs, with reference to best available technology

Analysis of daily power profiles for electric vehicle fleets

High-level review of daily profiles to identify anomalies, where available

Separate 24-hour time-of-use electrical power profiles across typical operating and non-operating days and for different periods

Separate 24-hour time-of-use electrical power profiles across typical operating and non-operating days and for different periods

Vehicle loading analysis

Not required Analysis of loading, carrying capacity and load scheduling

Loading/carrying capacity and load scheduling analysis for fleet segments that include significant loads influencing energy consumption

Analysis of route planning and backloading

Not required Evaluation of the vehicle selection and logistical options to address the transport task needs

Evaluation of the vehicle selection and logistical options to address the transport task needs, with reference to best available technology

Energy management improvement recommendations

Brief comment on improvements

Comment and recommendations

As with Type 2 (if undertaken at fleet level)

Opportunities identification

Site visit Site visit inspect site and plant and to interview key staff members and supervisors

Site visit to interview key staff members and supervisors, to investigate energy consumption in different circumstances

Site visit(s) to—

(a) interview key staff members and supervisors;

(b) determine monitoring plan; and

(c) implement monitoring and gather data.

Opportunities identification and quantification

(a) Low-cost and easily quantifiable savings

(b) More capital intensive measures at a generic or level.

Identification and evaluation of a range of coherent and specific opportunities with specific costs and benefits

All energy savings opportunities for the audited object quantified and specified to the extent necessary for the organization to make implementation decisions

Opportunities evaluation

Determination of savings

Indicative or typical savings using rules of thumb, reconciled to energy baseline

Energy savings reconciled against end-use breakdown, including the impact of each proposed measure against each of the categories presented in the energy end-use breakdown

Energy savings reconciled against the energy balance including the impact of the each proposed measure against each of the categories in the energy balance

Payback threshold <2 years <4 years <4 years

Accuracy of costs and savings required

Broad estimates (unless otherwise agreed with the organization)

Medium Higher

Economic evaluation

Simple payback Agreed economic analysis (simple payback as a minimum)

To meet the requirements of the company’s existing capital expenditure process

(continued)


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Summary of measures

Table of measures specifying measure identifier, cost, cost savings, energy savings, peak demand savings, non-energy savings and payback

Table of measures specifying measure identifier, cost, cost savings, energy savings, peak demand savings, non-energy savings and payback

A summary table of measures specifying measure identifier, cost, cost savings, energy savings, peak demand savings, non-energy savings and payback

Outline of implementation steps

Within 2 year payback threshold

Measures to be presented in a logical implementation sequence, with savings made in previous measures to be accounted for

Measures presented in a logical implementation sequence, accounting for savings made in previous measures

Identification of additional measures

Where additional data/investigation are required to improve or clarify energy savings, costs or benefits

Where additional data/investigation are required to improve or clarify energy savings, costs or benefits

Not applicable


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APPENDIX B

ENERGY AUDITOR COMPETENCIES

(Informative)

Specific areas of competency of energy auditors should include the following:

Appropriate education and/or training. (a)

NOTE: Where applicable, qualifications should consider local or national guidelines and recommendations.

Relevant technical, managerial and professional experiences and skills. (b)

Familiarity with appropriate regulations. (c)

Familiarity with the energy uses (vehicle segments, vehicles, duty cycles) being (d)audited.

Knowledge of the requirements of this Standard. (e)

For team member designated as ‘Lead Energy Auditor’: (f)

(i) Demonstrated record of performance on energy auditing or similar projects covering a range of fleets or related activities.

(ii) Have the skills to manage and provide leadership to the energy audit team.

Compliance with a code of ethics (working within the field of claimed expertise). (g)

Involvement in continuing professional development to ensure that skills are current. (h)

Planning the implementation of the audit. (i)

Collecting data (including fieldwork and measurements). (j)

Analysing the data collected for accuracy, completeness and relevance. (k)

Identification, reporting and analysis of systems problems and risks in accordance (l)with sound scientific methods.

Developing and articulating clear and well-founded solutions to energy systems (m)problems, by using systematic procedures and sound judgment.

Developing energy models of businesses, using techniques such as loading analysis, (n)regression analysis, energy end-use breakups, and energy use forecasting.

Identifying potential energy efficiency opportunities. (o)

NOTE: Skills might include facilitating workshops or equivalent that may be employed to identify potential opportunities.

Identifying opportunities to reduce trips during peak traffic periods where possible. (p)

Analysing savings potential and financial analysis. (q)

Preparing the audit report and recommendations. (r)

Preparing action plans and schedules to identify specific targets. (s)

Any required auditor accreditation or industry standards applicable to the relevant jurisdiction should be considered, along with the level of audit and the audited object.


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APPENDIX C

MAIN AUDIT SPECIFICATIONS AND VARIATIONS FROM THE AUDIT TYPE

(Normative)

Audit type

Audited object boundary

Requirement Standard

requirementVaried

requirement Standard clause

(where applicable)

Accuracy level

Minimum payback threshold for detailed investigation

Accuracy level within threshold

Accuracy level for longer payback opportunities

Additional agreed requirements (where applicable)

Specific auditor competencies required

Energy sources for which a power profile is required (Types 2 and 3 only)

Additional data collection requirements (Types 2 and 3 only)

Additional data analysis requirements (Types 2 and 3 only)

Additional required measurements (Types 2 and 3 only)

Agreed economic evaluation criteria

Additional business case/reporting requirements


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APPENDIX D

PERFORMING AN ENERGY AUDIT

(Normative)

D1 GENERAL

The requirements of the energy audit are driven by the business requirements of the organization. The outcomes of the energy audit shall address these business requirements. The manner that the audit is conducted (e.g. its range and depth of study) shall be designed to address the business requirements of the organization.

Generally, the energy audit process consists of the following stages:

Energy audit planning. (a)

Start-up meeting. (b)

Data collection. (c)

Data measurement plan. (d)

Field work. (e)

Analysis. (f)

Report. (g)

Closing meeting. (h)

The requirements in this Appendix shall be applied as necessary to meet the requirements of this Standard for the chosen type of audit. Any changes to the application of this Appendix are the subject of agreement between the auditor and the organization at the planning stage.

D2 ENERGY AUDIT PLANNING

The activities described in this Appendix are essential to define the scope of work, the audit schedule, roles and responsibilities of the auditor and the organization, and to gather preliminary information from the organization. Where the organization intends to conduct an audit of a defined type, activities shall be undertaken as applicable to that type of audit.

Such activities include the following:

The following energy audit criteria are the subject of agreement between the (a)organization and the auditor:

(i) Objective.

(ii) Boundary (e.g. the whole transport operation, operations to and from a multimodal transport hub, or a metropolitan bus fleet).

(iii) Aims, needs and expectations.

(iv) Level of detail required (e.g. proportion of vehicles in a fleet to be assessed, whether a level of detail that is sufficient for investment decisions is required).

(v) Time period to complete the energy audit.

(vi) Criteria for evaluating opportunities for improving energy performance (e.g. return on investment, potential energy saving over time, life cycle costing).

(vii) Time commitments and other resources from the organization.


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(viii) Relevant data to be made available prior to the energy audit commencing (e.g. drawings, historical energy consumption, manuals and other technical documentation relevant to the audited objects planned measurement and/or inspection to be made during the energy audit.).

NOTE: At the planning stage the minimum data required will be established. Additional data requirements may emerge during the course of the audit.

(ix) Expected deliverables and required format of the report.

(x) Whether a draft of the final report to the organization should be presented for comment.

(xi) Person responsible for the energy audit process within the organization.

NOTE: It is recommended that organizations nominate a management representative to take responsibility for evaluation and implementation of energy performance improvement measures identified during the audit.

Where applicable, the energy auditor shall request information concerning the (b)following:

(i) The energy audit context (e.g. energy audit related to a government or other defined agreement/scheme, specific issues for the audited objects, which may have prompted the energy audit, or are required to be addressed by the audit report).

(ii) Regulatory or other constraints affecting the scope or other aspects of the proposed energy audit.

(iii) Strategic wider program (vehicle procurement plans, planned projects, outsourcing facilities management).

(iv) Management system (environmental, quality, energy management system or others).

(v) Changes or special considerations that may have an impact on the energy audit and its conclusions.

(vi) Any subjective considerations to include existing opinions, ideas and restrictions relating to potential energy performance improvement measures.

(vii) Any specific investment approval requirements that the organization seeks agreement to include in the business cases for expenditures at a particular level.

The energy auditor shall inform the organization of any— (c)

(i) special facilities and equipment, data or other information or resources required to enable the energy audit to be carried out;

(ii) potential causes of delays to the proposed audit process;

(iii) commercial or other interest which could influence his or her conclusions or recommendations; or

(iv) any other conflict of interest issues.


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D3 START-UP MEETING

D3.1 General

The purpose of the start-up meeting is to establish a common understanding amongst all interested parties of the objectives, scope, boundaries, level of detail of the energy audit and to agree to the arrangements for the energy audit (e.g. arrangements may include site or vehicle safety inductions, access, security, etc.)

NOTE: The word meeting in this Standard includes teleconferences, webinars and/or other remote interactive discussions.

In order to ensure that adequate resources are allocated to the audit, the organization should send a senior management representative to the start-up meeting. At this meeting the energy auditor shall be advised of the context of the audit, including—

a person to liaise with the energy auditor, where necessary supported by other (a)appropriate individuals constituted as a team for the purpose;

how affected personnel and other interested parties will be informed about the energy (b)audit and any requirements placed on them in connection with it;

how the cooperation of the affected parties will be ensured; (c)

any unusual conditions, maintenance or capital works, operational changes or other (d)activities scheduled or likely to occur during the energy audit; and

any likely changes in the audited object such as equipment replacement, facility (e)expansion or anticipated operational changes.

Where the energy auditor is not an individual, a member of the energy auditing team shall be nominated as lead energy auditor.

NOTE: Some of these requirements may already have been addressed at an earlier stage.

The following are the subject of an agreement between the organization and the auditor:

(i) Health, safety, security and emergency rules and procedures.

(ii) Resources and data to be provided.

(iii) Non-disclosure agreements (e.g. non-disclosure of contracted gas price or electricity pricing assumptions).

(iv) Proposed visit and other schedules.

(v) Requirements for special measurements, if needed.

(vi) Procedures to be followed for installation of measuring equipment, if needed.

The energy auditor shall describe the processes, means and schedule of the energy audit and the possible need for additional metering equipment.

D3.2 Internal communication

The auditor shall issue a summary of the purpose and main needs of the audit and communicate this to the people with responsibility for the organization's facilities involved in transportation. Where possible, these personnel shall be present at the opening meeting.

As the audit progresses, the organization shall be informed of the results, deviations and any outstanding issues. Likewise, the auditor shall communicate with the organization on issues affecting the conduct of the audit.

The auditor shall require the organization to inform them of any significant changes that would impact on the energy audit.

NOTE: Due to the dispersed nature of transport, a focus on communication is of paramount importance.


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D3.3 Communication with the auditor

In order to perform the audit in a proper manner, the auditor shall have direct access to people in charge of the following areas:

Maintenance These are the people responsible for assuring the availability and good (a)performance of the vehicles.

Operations This department is in charge of organizing the trips, assigning them to (b)vehicle operators and vehicles, and writing formal operating procedures.

Technical and procurement Those people responsible for vehicle specifications and (c)acquisition.

Human resources It is important for the auditor to understand the views of the staff (d)as they are critical to the energy consumption reduction process. Moreover, direct contact with any works council is advisable.

Vehicle operators They are one of the keys to eliminating fuel wastage and, in many (e)cases, know better than anyone what procedures can be applied.

Engineering People responsible for evaluating vehicle technologies and formal (f)maintenance scheduling.

Training staff People responsible for developing vehicle operator training methods. (g)

Finance They usually process financial data associated with energy purchases. (h)

D4 DATA COLLECTION

At the planning stage, the auditor and the organization shall clearly delineate between data collated by the auditor and data provided by the organization.

NOTE: While it is possible to effect change without measurement, it is not possible to determine why most change has occurred without measurement and metering. In the case of a transport fleet this ideally means ensuring a system is in place to accurately identify attributes of the driver, vehicle, task and location while simultaneously and accurately metering fuel consumption prior to implementing specific fuel saving measures.

The auditor should seek to gather the information, as applicable to the type of audit, such as the following:

The energy consumption for every vehicle during the last year, with intervals that (a)allow for a useful trend analysis (for seasonal analysis or any other significant factor).

Fleet and vehicle composition—list of all available vehicles along with their age and (b)main technical features (e.g. vehicle category, fuel type, engine size).

Distance travelled or number of hours of operation. (c)

Percentage of productive distance and time from vehicle operators and vehicles. (d)

If part of transport is outsourced, the auditor shall make sure the activities are (e)identified and raise questions about whether details on energy figures were requested and made available from the sub-contractor.

Description of the routes taken and planning policy. (f)

Maintenance programmes, service and inspection checklists. When necessary, (g)maintenance records will be asked for.

NOTE: Check tyre pressures where necessary.

Vehicle operator training conducted for energy consumption reduction, including (h)documented records of any resultant reductions.

Criteria for transport operations assignments. (i)


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Policies for vehicle specification, operation, purchase, maintenance, refurbishment (j)and replacement.

Methods of refuelling where appropriate. (k)

Evidence of the fuel or electricity consumption metering and relevant training given (l)to key vehicle operators.

Energy source pricing documents including historical data over an appropriate period. (m)

Vehicle specifications, such as vehicle mass, payload or carrying capacity, loading. (n)

Fuel composition (e.g. biofuels) and any energy recovery/recuperative braking. (o)

Relevant variables and considerations for specific fleets are outlined in Paragraph D5.

D5 DATA MEASUREMENT PLAN

D5.1 General

For any additional on-site data measurement and collection, the following are the subject of agreement between the organization and the energy auditor:

List of the existing measurement systems and their fleet/segment coverage. (a)

Identification of additional necessary measurements, suitable measurement (b)equipment, their associated processes and feasibility of installation.

Measurement duration: one-off or electronically logged. (c)

Acquisition frequency for each measurement. (d)

Period during which the company's activity is representative. (e)

Where relevant, a representative sample of the fleets or fleet segments. (f)

People responsible for carrying out the measurements (e.g. the organization, the (g)energy auditor or any of its subcontractors).

Accuracy and repeatability required for the measurements. (h)

Sampling may be required when it is not practical or cost effective to examine all available information during an audit. Sampling is described in Annex B.5 of ISO 19011:2011.

Where the organization wishes to delegate these decisions to the energy auditor, it is recommended that the energy auditor document these decisions.

D5.2 Development of the data measurement plan

The data measurement plan is developed over three stages:

Stage 1: Use of measurement instrument The energy auditor should— (a)

(i) define the measurements’ methodology and their level of accuracy;

(ii) be responsible for the measurements taken;

(iii) check the proper operations and functioning of the measurement equipment; and

(iv) check that measurement taken by the measurement equipment is accurate and repeatable.

The type of measuring device to be used is specified in line with the nature of the variable being measured, its magnitude, operating range and the accuracy required, and the conditions of use.


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Stage 2: Data measurement During the data measurement, the organization may be (b)asked to provide the corresponding relevant variables, e.g. operating parameters, production data.

Stage 3: Preliminary data treatment This stage is to shape the large amount of (c)collected measurements into usable data for analysis. This includes the assessment of the—

(i) principle of each measurement, the level of uncertainty and the elements which allow its level of accuracy to be assessed;

NOTE: Keeping a record of how the measurement was made, manufacturer’s stated precision, calibration certificate, etc.

(ii) check and balance of measurements made (e.g. energy balance, etc.); and

(iii) calculations made and range of applicability.

Results of the measurement could be presented in charts and graphs or summarized in a table.

D6 FIELD WORK

D6.1 General

The energy auditor shall—

inspect the audited objects within the boundary; (a)

evaluate the energy use of the audited objects according to the scope, boundary, (b)objective and level of detail of the energy audit;

determine the impact of operating routines and user behaviour on energy (c)performance;

generate preliminary ideas, opportunities, operational changes or technologies for (d)energy performance improvement;

list fleets or fleet segments for which additional quantitative data would provide (e)clarity to the energy audit or support the energy audit conclusions;

make any additional measurements and observations under circumstances which are (f)representative of normal operation;

NOTE: It is accepted that it may be beneficial to make observations and measurements outside normal operating hours, or when no freight or passenger load is expected.

confirm that historical data provided is representative of normal operation; and (g)

promptly inform the organization of any unexpected difficulties encountered during (h)the work.

One or more individuals shall be appointed to act as guide and escort for the energy auditor during fleet or site visits as required. These individuals shall have necessary competences and authority to carry out direct operations on vehicles, processes and equipment if required.

Where applicable, one or more individuals shall be appointed to install data loggers and energy monitoring equipment during site visits. These individuals should have necessary authority to ask the authorized operation or maintenance personnel to carry out direct operations on vehicles, processes and equipment if required

The energy auditor shall be given access to drawings, manuals and other technical documentation relevant to the audited objects together with the results of any commissioning tests or vehicle trials that have been carried out.


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D6.2 Conduct

The auditor may personally undergo at least one trip (or a significant part of it) for each of the main transportation activities by the audited organization in order to assess how the energy efficiency could be optimized. During the trip, the auditor shall either measure (through an instantaneous recording device, where appropriate) or estimate the consumption of every phase in the transport process.

Where existing historical data is not reliable, some recording device should be used to record the data of a representative amount of vehicles during an expanded time period.

The operations and maintenance departments shall be visited to assess the organization’s activities during normal working hours.

The auditor shall conduct an assessment when vehicles are present and the auditor and operations department personnel shall assess vehicles to observe the issues and opportunities for energy reduction. This may take place out of normal operating hours as appropriate.

D7 ANALYSIS

D7.1 General

Transport operations can include different transport modes (road, rail, sea, air), using a fleet of very diverse equipment and vehicle configurations, applied in highly specific applications (duty cycles). Opportunities that may be common to several vehicle categories can produce varied results when used in different applications.

As a result, the evaluation of particular opportunities for adoption in a vehicle fleet shall be undertaken on a segment-by-segment basis. By extension, the evaluation of benefits (e.g. fuel efficiency) also needs to be undertaken by fleet segment.

D7.2 Requirements

The energy auditor shall—

evaluate the reliability of fleet data provided and highlight defaults or abnormalities (a)and judge whether or not the information provided allows the energy audit process to continue and the agreed objectives to be achieved; NOTE: If necessary, the energy auditor should propose a methodology to collect or supplement the data.

use transparent and technically appropriate calculation methods; (b)

document the methods used and any assumption made; (c)

subject the results of the analysis to appropriate quality and validity checks; and (d)

consider any regulatory or other constraints of the opportunities for improving energy (e)performance.

D7.3 Factors affecting energy consumption

The auditor shall take into account the following considerations in order to make the final recommendations, as applicable to the chosen type of audit:

Efficiency in every period of the year (12 months). (a)

Improvement capabilities concerning staff (training and recruitment). (b)

Improvements that could be made to the vehicles, including the addition of after-(c)market devices as appropriate.

Vehicle maintenance. (d)

Vehicle refurbishment, replacement and selection. (e)


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Routes/timetable issues. (f)

Factors affecting customer comfort/satisfaction (e.g. use of air conditioning). (g)

Productivity impact of the different energy influencers (for example, vehicle speed). (h)

Fleet segmentation (according to the type of transport performed). (i)

Assessment of the recording of energy consumption and their impact on the accuracy (j)of the available data.

Assessment of the potential to use a different fleet segment or transport mode for (k)certain transport activities.

Assessment of the costs and benefits of outsourcing part of the transportation activity. (l)

Factors affecting the energy consumption, being within or beyond the influence of the (m)audited organization.

NOTE: Factors could include weight or height limitations on certain routes, timetables, long term contracts or air traffic control.

D7.4 Analysis of existing energy performance

During this phase, the energy auditor shall establish the existing energy performance situation of the audited object.

The existing energy performance becomes a baseline against which improvements can be measured. It shall include the following, consistent with the chosen type of audit:

A breakdown of the energy consumption by fleet and fleet segment. (a)

Energy flows (e.g. loading) and where appropriate, an energy balance of the audited (b)object.

Historical pattern of energy consumption. (c)

Expected energy consumption. (d)

Where appropriate, relationships between energy consumption and relevant variables. (e)

Validate the existing energy performance indicator(s) and, if necessary, propose new (f)energy performance indicator(s).

Consideration of vehicle mass and loading, fleet movements, energy consuming (g)accessories or ancillaries (e.g. air conditioning, refrigeration), site services, vehicle controls and fleet logistics.

Consideration of route selection and design, regulations, environmental conditions (h)and requirements.

Analysis of energy performance in relation to size and activities of the audited object, (i)considering routes and climate.

Consideration of energy management policy and procedures inclusive of staff (j)resources, any monitoring or target setting together with any planned or future investment.

D7.5 Methods of analysis

Methods of analysis that may be employed include analysis of idling and in-service trial data, investigation of system performance in varying conditions and levels of operation, multiple regression analysis, benchmarking or extrapolation of results from other studies, engineering calculations, modelling and simulations.


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D7.6 Analysis of transport modes and energy sources

To evaluate the transport mode and energy sources, the auditor should—

present the energy source price projections for the different alternatives so as to (a)determine what the best choice for fleet renewal or expansion is. In order to do that, a price projection for the different fuel alternatives will be used;

bear in mind other factors that can also influence the decision. Some examples are (b)maintenance costs, acquisition cost, possible CO2-equivalent emissions costs; and

include other means of transport in the auditing process, so as to determine if a (c)multimodal operation is adequate. This involves the possibility of using different transport modes for a certain transport service, as well as the possibility of using a completely different transport mode when feasible and energetically worthwhile.

NOTE:In addition to energy consumption, modal choice analysis should also consider factors such as price, reliability, practicality, time, convenience and commercial terms/customer needs.

D7.7 Energy performance indicators

Fleet energy efficiency is typically denoted by energy performance indicators, because conversion efficiency is only applicable on an instantaneous basis.

In order to evaluate the energy performance of the audited object, an indicator or group of indicators shall be selected. For modal comparisons at least one indicator should be measurable for all modes of transport being audited.

Common examples of energy performance indicators for transport fleets or fleet segments include the following:

Consumed energy/distance (e.g. gigajoules or litres of fuel per kilometre). (a)

Consumed energy/(distance net weight) for freight transport. (b)

Consumed energy/(distance number of passengers) for passenger transport. (c)

Consumed energy/(distance volume) for volume-based freight. (d)

Consumed energy/(distance number of pallets) for pallet-based freight (or similar (e)for containerised freight).

In the cases where it is not possible to have accurate data (e.g. to evaluate the weight), some estimation shall be applied. In-service trials can also be used to obtain data, using an appropriate sample size for the fleet segment.

In the case where the mode of transport is not an option or if it has already been selected in a previous stage, the indicators used to further analyse the performance may be specific to that transport mode.

D7.8 Identification of improvement opportunities

The energy auditor shall identify the following energy performance improvement opportunities, based on data analysis, and consistent with the defined type of audit chosen:

Their own expertise. (a)

Analysis of EnPIs, trends and anomalies in energy performance using the energy and (b)activity data provided.

Evaluation of the design and configuration options to address the system needs. (c)

NOTE: System needs is the minimum energy consumption for the audited objects to function.

Age, condition, operation and level of maintenance. (d)

The technology of existing fleet in comparison to the most efficient on the market. (e)


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The new advanced technical solutions. (f)

Best practices. (g)

Opportunities to save on energy procurement and associated energy tariffs. (h)

The appropriate scheduling of implementation of opportunities so as to maximize the (i)net benefits.

Example: Implementing projects during scheduled maintenance will avoid the costs of lost operation.

D7.9 Evaluation of improvement opportunities

Evaluation of opportunities should consider technical interactions between multiple opportunities for improving energy performance (e.g. reduced speed and aerodynamic improvements) and the degree of uncertainty of the estimate.

NOTES:

1 The organization may need to undertake additional work to fully identify and quantify impacts of opportunities.

2 As far as possible, opportunities should be assessed over the planned or expected operating lifetime.

In those cases where it is appropriate to the scope, boundary, objective and defined type of the energy audit, the energy auditor should complement the results with—

requirements for additional data; (a)

the definition of need for further analysis; and (b)

presentation of the business case for recommended actions, as agreed with (c)representatives of the organization.

D8 REPORT

D8.1 General

The energy auditor shall report the results of the energy audit. The report shall include the following, consistent with the specified audit type:

Ensure that the energy audit requirements have been met. (a)

Deliver the report in the agreed format and with the agreed content. (b)

Identify the relevant measurements made during the energy audit, commenting on— (c)

(i) frequency, consistency, accuracy and repeatability of data;

(ii) rationale for the measurements and how they contribute to analysis; and

(iii) difficulties encountered in data collection and field work.

State whether the results of the analysis are on the basis of calculations, simulations (d)or estimates.

Summarize the analyses detailing any assumptions. (e)

if applicable, state the limits of accuracy for savings and costs. (f)

Report the ranking of the energy performance improvement opportunities. (g)

Suggest recommendations and implementation. (h)

D8.2 Content of report

The exact content of the report shall be appropriate to the scope, boundary and objective of the energy audit, and, where applicable, the defined audit type.


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The report of the energy audit shall cover the following topics as applicable to the defined type of audit:

Executive summary: (a)

(i) Ranking of opportunities for improving energy performance.

(ii) Suggested implementation program.

Background: (b)

(i) General information on the audited organization, energy auditor and energy audit methodology.

(ii) Context of the energy audit.

(iii) Description of audited object(s) and their operation.

(iv) Relevant legal and other requirements applicable to the energy audit.

Energy audit: (c)

(i) Energy audit description, scope, boundary, objective, timeframe and level of detail.

(ii) Information on data collection including—

(A) measurement plan;

(B) statement about which data was used (data acquisition frequency, which is measured and which is estimated); and

(C) copy of key data used, test reports and calibration certificates of measurement equipment where appropriate.

(iii) Analysis of energy use and consumption, including—

(A) data on existing energy consumption, including profiles (weekly, daily and hourly but most importantly, relevant to the facility or fleet being audited); and

(B) analysis of energy usage data including energy performance indicators and their comparison with industry norms and theoretical benchmarks.

(iv) Criteria for ranking opportunities for improving energy performance.

Opportunities for improving energy performance: (d)

(i) Recommendations and the suggested implementation program.

NOTE: Depending on the level of detail for the energy audit, this may include feasibility for implementation, action steps, etc.

(ii) Assumptions used in calculating savings and the resulting accuracy of calculated energy savings and benefits.

(iii) Assumptions used in calculating cost for implementation and the resulting accuracy.

(iv) Appropriate economic analysis including known financial incentives.

(v) Potential interactions with other proposed recommendations.

(vi) Measurement and verification methods suggested/recommended for use in post-implementation assessment of the recommended opportunities.

(vii) Summary of analysis with key calculations for opportunities for use in sensitivity analysis.

Conclusions. (e)


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D8.3 Report recommendations

Within the recommendations offered to reduce the energy consumption, the following points should typically be covered:

Vehicles: (a)

(i) Improvements on the maintenance programme definition (checks to be made and their intervals) and tasks execution (methods to execute the checks and quality of their completion from the maintenance personnel).

(ii) Optimal configuration of the current fleet so as to reduce the energy consumption.

(iii) Specifications to be applied on future purchase decisions. This point may imply the use of different energy sources or fleet concepts.

(iv) Criteria for fleet renewal, e.g. data acquisition capabilities. See data systems design comments in Paragraph E5.

Vehicle operators: (b)

(i) Training programme to be carried out. The program will prioritize the different aspects the vehicle operator is in control of, so that they can be applied according to their importance.

(ii) Criteria for personnel recruitment. NOTE: Vehicle operators skills have a significant effect on energy performance and may be improved through ‘ecodriving’ or similar ‘new driving/operating styles’.

Routes/timetables: (c)

(i) Points to be considered within the operations department when organizing the transport.

(ii) Trip justification and optimization

(iii) Claims for other parties (for example, governmental infrastructure issues) that may also affect the energy efficiency.

For each of the three items above (vehicles, vehicle operators and routes) some indicators will be presented, so as to evaluate the efficiency of every element of each group (e.g. to be able to compare each vehicle operator).

In cases where some estimation for energy consumption has been used, the method for the estimation shall be clearly indicated. The document will present an estimate of the energy required to do the transport duties, as opposed to their actual current usage, to enable the client to address the shortcomings.


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D9 CLOSING MEETING

Before the closing meeting, the report on the energy audit shall be provided to the organization.

In order to ensure that adequate resources are allocated to post-audit evaluation and implementation of audit results, a senior management representative from the organization should attend the closing meeting.

The energy auditor shall do the following at the closing meeting:

present the results of the energy audit in a way that facilitates decision making by the (a)organization;

explain the results and address questions; and (b)

if applicable, identify items requiring further analysis or follow-up by the energy (c)auditor.


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APPENDIX E

GUIDANCE

(Informative)

E1 TRANSPORT FLEET CONSIDERATIONS

Although transport is often represented as a generic activity, in reality it comprises vastly different modes (road, rail, sea, air), using a fleet of very diverse equipment and vehicle configurations, applied in highly specific applications (duty cycles). As a result, there are few generic opportunities that apply across the fleet. And even those that might be common to several vehicle categories often produce mixed or contrasting results when used in different applications.

As a result, the evaluation of particular opportunities for adoption in a vehicle fleet must critically be undertaken on a segment-by-segment basis. By extension, the evaluation of benefits (e.g. fuel efficiency) also needs to be progressed by fleet segment.

The question remains as to which opportunities are most suitable for each fleet segment. Most transport vehicle operators are at least partially aware of the range of efficiency improvement opportunities for their fleet, even if a detailed analysis has not been conducted. But even when these opportunities apply across the fleet, for example, maintaining tyre pressures and reducing engine idling for road freight, these are rarely documented in a formal way for follow-up. However, an energy audit should document the assumptions and results of such an evaluation.

The most common opportunities for achieving fuel savings in a typical road fleet can be easily grouped into five broad strategies as follows:

Vehicle-based fuel efficiency improvements. (a)

Behaviour change: both organizational (policy and practice) and individual (b)(driver/pilot).

Operational scheduling, dispatch, logistics, loading etc. (c)

Alternative fuels. (d)

Alternative drivetrains. (e)

A first-order analysis of fuel saving opportunities might then be conducted by matching suitable technologies to specific fleet segments. An example of such a level-of-fit analysis is provided in Table E1. Cells shaded and marked with a dot indicate potential suitability of that opportunity (rows in left column) with a particular vehicle type (subsequent columns).

Table E1 may be a useful starting point for fleets conducting a first-level analysis. However, this will need to be supplemented with estimates of fuel savings in order to build a business case for adopting any opportunities.


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TABLE E1

FIRST ORDER LEVEL-OF-FIT ANALYSIS

Proposed fleet improvement actions Utility Van Rigid truck

Semi-trailer

B-double

Road train

Bus/ coach

Other

STRATEGY 1 FUEL EFFICIENCY IMPROVEMENT ACTIONS

Auxiliary power systems

Variable displacement

Ancillary equipment

Automated manual transmissions

Low-rolling resistance tyres

Tyre inflation management (process/technology)

Improved aerodynamics (vehicle and trailer)

Lightweight trailer design

STRATEGY 2 BEHAVIOURAL CHANGE AND FREIGHT PRACTICES

Ecodriving

Idle reduction

Load consolidation

Night-time freight movements

Preventive maintenance programs

STRATEGY 3 ALTERNATIVE DRIVETRAINS

Hybrid (electric)

Hybrid (mechanical)

E2 AUDIT TYPE CONSIDERATIONS

There may be some parts of this Standard that are not applicable for internal auditors based on the level of detail required for the audit and the familiarity of the auditor with the area (e.g. start-up meeting). Based on the level of detail, an organization may choose an external audit to meet the requirements of the Standard.

There may be some cases where the organization chooses to undertake an audit using a combination of internal and external auditors.

Preliminary activities such as a brief site walk-through or a simple analysis of monthly energy bills might be undertaken in advance of an audit, but should not be referred to as energy audits. In such cases, organizations may refer to the standard requirements as best practice but not necessarily claim conformance with the standard requirements.

The organization may decide on a single type of audit, or may start with Type 1 audit and use the results to decide whether to progress to one of the other types. The content of, and time spent on, an audit will vary depending on the size of the fleet and the annual cost of energy use.

E3 ENERGY SOURCES AND ACCOUNTING

When planning an audit, the range of energy sources used by the audited object should be considered. The primary energy accounting question is whether to count electrical energy from the grid at the fleet boundary (fleet energy) or at the point at which the fleet energy was generated (source energy). If using source energy, then a multiplier may be used to account for the energy required to produce the grid-supplied electricity.


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Specific considerations that may be relevant to an energy audit include the treatment of—

source energy for grid electricity, especially if cogeneration or distributed generation (a)projects are likely to be considered;

the energy content of feedstocks; (b)

energy from renewable energy sources such as solar photovoltaics, solar thermal (c)energy, wind energy, hydro or geothermal energy;

energy from biomass or biofuels; (d)

source energy for projects in which a highly exergetic source such as electricity is (e)replaced by a lower exergy source such as steam or waste heat (e.g. replacement of electric motors with steam-driven pumps); and

intermediate energy products such as coke oven gas. (f)

If an energy audit is undertaken to assist with compliance with government programs, then the requirements of these programs should be considered when determining the appropriate energy accounting rules.

E4 BENEFITS FROM ENERGY AUDITS

Implementation of energy audit outcomes can provide financial, operational and environmental benefits, including—

reduced expenditure on energy; (a)

reduced maintenance costs (efficient driving practices place less load on components (b)such as brakes);

savings in other costs, e.g. greenhouse gas emissions costs; (c)

reduced capital expenditure, e.g. where increased efficiency avoids the need for (d)additional plant;

improved productivity or equipment utilization (e.g. load scheduling); (e)

improved quality, e.g. increased proportion of on-time delivery due to improved trip (f)scheduling;

reduced exposure to energy price increases and volatility; and (g)

increased productivity where working conditions are improved, e.g. improved (h)temperature levels, airflow, etc.

E5 DATA COLLECTION

E5.1 General

Data collection provides the basic understanding of energy use in the business. The accuracy of the final audit results will depend on the quality of the data being captured. An energy audit should analyse at least 24 months (2 years) of base data. For each transport segment being audited, the auditor should consider the following:

The data collection system design. (a)

What data should be collected, and how it should be collected. (b)

Data accuracy and how it has been ascertained. (c)

Data recording and storage systems, and how long the data is kept. (d)

The nature of ‘production data’ for the specific transport operation being audited. (e)

Metrics that should be used to measure efficiency. (f)


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Where data collection relies on legacy systems, data may not be readily integrated or consolidate data across these disparate systems. Developing a new data collection protocol may be more effective than trying to adapt existing systems. The transport system auditor will need to evaluate the quality of information available, and to identify incomplete or missing data streams.

E5.2 Measurement capabilities

Energy management relies upon access to data that is both reliable and timely so as to enable actions to correct deviations in performance. An organization’s level of capability in energy management can be summarized in a measurement capability matrix, as shown in Table E2.

TABLE E2

MEASUREMENT CAPABILITY MATRIX

Information communications technology

Organizational Maturity

Basic Immature Mature Industry

Fuel savings measures. Fuel

regarded as cost of business

Leadership awareness.

Energy policy plans etc.

Leadership management

training funding to

reduce fuel use

Leader continuous

management, training, good funding and

improvement

ICT leader business intelligence (Predictive systems connected to full suite of fuel saving technologies)

A+ A++ A+++ A++++

Fleet tracking compliance grade + driver id + driver behaviour + NRT fuel and emissions

A A+ A++ A+++

Fleet tracking + driver ID + driver behaviour + NRT fuel and emissions

A A A+ A++

Fleet tracking compliance grade + NRT fuel and emissions

B+ A A A+

Fleet tracking + NRT fuel and emissions B B+ A A

Fleet tracking compliance grade B B B+ A

Fleet tracking distance/location/ maintenance and vehicle records

C+ B B B+

Sophisticated monitoring, processing and analysis of fuel use

C C+ B- B

Electronic fuel transaction records litres/distance + data processing

C- C C+ B-

Electronic Fuel transaction records litres/distance from pump sales

D+ C C C+

Manual systems D D+ C- C

No fuel monitoring or control systems Nil D D+ C


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E6 DATA ANALYSIS

E6.1 General

Data analysis as part of the audit will involve a combination of statistical data, sampling and benchmarking or extrapolation of results from other studies. In many instances the audit may be based on measuring performance based on a sample of vehicles, which can introduce sampling errors, statistical inaccuracies if the sample size is too small, and possible bias if vehicle operators change behaviour due to performance being measured.

Despite the difficulties in modelling transport energy use, in the absence of measurements some basic modelling from first principles may be useful for determining whether a particular solution is potentially useful for a particular vehicle segment. In combination with benchmarking this analysis may be enough to determine whether a small-scale trial is justifiable.

If the results of an audit are to be applied to a large fleet, it is recommended that efficiency measures be trialled on a sample of the fleet to verify savings before making large-scale investments, because modelling energy use is still difficult due to the transient effects involved in acceleration, braking and cornering (for land transport) and variation in ambient conditions and wave conditions (for ships and aircraft).

E6.2 Data acquisition period and frequency

Energy audit recommendations are only as robust as the data on which they are based. To provide an accurate representation of energy performance it is important to collect data over a long enough period to account for the expected range of values of relevant variables.

For example, where there are seasonal effects or annual business cycles the data should preferably be collected for at least 12 months.

NOTE: Seasonal effects might affect transport services for seasonal industries such as agriculture.

The resolution of data required to effectively analyse and investigate trends and energy performance will differ between fleets and fleet segments, and is largely a matter of judgement. The frequency of data should be sufficient to capture variation in each measured quantity to accurately evaluate performance.

For example, lower resolution data such as daily average data, can be useful for identifying longer term trends such as seasonal effects. More frequent data might be required to accurately examine variation, such as changes in energy consumption with traffic levels or with load during the day. Higher frequency data can also be used to examine trial data in depth where measurement systems have been installed as part of the audit.

E6.3 Analysis of vehicle loading

Evaluating the efficiency of transport fleets requires assessing the energy inputs per unit of output (energy intensity) or the energy balance on an instantaneous basis (or power balance), with the latter being based on measurements or assumptions.

Analysis of loading is an integral part of determining whether the same transport task can be performed using less energy. Loading should be analysed using the most detailed and high frequency data where possible, for each vehicle segment. Any analysis of loading should examine the vehicle tare as well as gross vehicle mass in order to determine whether other vehicle types could deliver fuel savings.

Loading should be used to determine whether, for example:

Vehicles are being effectively utilized (not under or overloaded). (a)

A different vehicle segment could perform the same task more efficiently. (b)

Vehicle selection within the same segment could yield energy savings. (c)

A different transport mode could be feasible. (d)


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Empty or low load running could be reduced. (e)

E6.4 Energy performance indicators

Energy performance indicators should be selected to provide an indication of performance improvement over time. Organizations should establish and monitor energy performance indicators at fleet segment level, with consideration of variations over time and major factors that affect energy performance.

An ideal performance indicator will typically account for at least one major source of variability in performance. For example, in freight operations, an effective indicator might be gigajoules per tonne kilometre, which accounts for both the mass of freight and the distance travelled.

EnPIs can also be developed using a formula or statistical model (such as a regression equation) incorporating a range of variables affecting energy use. If this approach is taken, then the frequency of data collection should be high enough to account for the major sources of variation, to avoid misleading results.

Some useful performance indicators may be related to energy performance yet not have an explicit energy component. Examples include maintenance or tyre pressure data. Such indicators can be a useful supplement to energy performance indicators for monitoring and managing energy performance, and for identifying and investigating opportunities.

ISO 50006* provides guidance on measuring energy performance using energy baselines and energy performance indicators.

E6.5 Benchmarking

Benchmarking can be useful to the energy auditor and the organization to establish current energy performance and to identify and quantify potential energy performance improvement actions.

Energy performance can be benchmarked in a number of ways, including—

using published studies and case studies from academic or trade journals; (a)

handbook data; (b)

industry conference and workshop presentations (c)

using equipment manufacturers’ data and calculators where available; (d)

by comparison of energy performance between different vehicles in the same fleet (e)segment;

by using engineering calculations, modelling or simulations with the same or different (f)configurations to estimate performance under different scenarios; and

by comparison with best available technology or the theoretical minimum. (g)

It is important to ensure that benchmarks are applicable to the audited objects given their vehicle type, duty cycle, installed equipment, operating parameters and control/logistical factors. Benchmarking can be one of several methods that can be used to analyse current performance and to identify and evaluate opportunities.

E6.6 Energy balances

For a vehicle, an energy balance will typically only be relevant on an instantaneous basis, and identifies the flows of energy into the vehicle and how that energy is dissipated through various losses and resistances.

* To be published.


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The theoretical basis for the energy balance is the first law of thermodynamics. Specifically, the change in energy for a system equals the heat transferred into the system minus the work done by the system plus the net energy input associated with mass flows. Mass flows carry enthalpy, kinetic and potential energies.

A system can be described by a single balance because all forms of energy are additive; energy cannot be created or destroyed. A balance will typically include all energy flows, though entropy limitations will reduce the amount of energy that can be converted into work (exergy).

E7 CONSIDERATIONS FOR SPECIFIC TRANSPORT SECTORS

E7.1 General

This Paragraph expands on the specific requirements of the audits in each type of transport.

E7.2 Road

When assessing the fleet composition, the auditor should indicate the level of control (a)the audited organization has on each vehicle. For example, vehicle ownership, job need and fit for purpose considerations, such as passengers, loading, and energy source: diesel, CNG, EV.

Variables affecting energy consumption for road transport operations include the (b)following:

(i) Vehicle payload or passenger numbers.

(ii) Driver skills and behaviours.

(iii) Route planning.

(iv) Speed management.

(v) Distance travelled—trip planning/utilization, empty running.

(vi) Weight.

(vii) Speed.

(viii) Truck type/age/motor efficiency.

(ix) Idle time.

(x) Technical equipment, e.g. engine, aero kits, tyres, maintenance.

(xi) Environmental conditions:

(A) Weather.

(B) Traffic congestion—metropolitan roads and highways.

(C) Route topography (e.g. hills, valleys), and road design/condition.

Route variables that may be considered in an energy audit include, for example— (c)

(i) road classification (i.e. local, metro, rural, highway, freeway);

(ii) gradient;

(iii) B-double/B-triple/road train routes/higher and concessional mass limits;

(iv) height/weight limits (due bridges, etc.); and

(v) cornering frequency and radius (typically a qualitative variable).

When a telematics or tracking system is in place: (d)

(i) The auditor may require information from the organization.


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(ii) In the report, the auditor will compare the data collected from the company through the refuelling process and the telematics system when available. The level of uncertainty in the telematics and other data needs to be taken into account when making recommendations based on that that data

The proportion of vehicles to be inspected is subject to agreement between the (e)organization and the auditor. The resulting number of vehicles should be representative for every segment the audited organization owns.

Energy performance indicators and monitoring parameters for road transport may (f)include:

(i) km/L.

(ii) L/t.km.

(iii) L/passenger.km.

(iv) Utilization.

(v) Idle time.

(vi) Speed.

(vii) CO2 in kg/km.

(viii) Percent of fleet recorded.

E7.3 Road vehicle duty cycles

Energy performance varies significantly depending on the vehicle duty cycle, Table E3 presents a duty cycle framework for road vehicles.


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TABLE E3

FRAMEWORK OF ROAD VEHICLE TYPE AND DUTY CYCLE

Vehicle type Duty cycle

Utility All

Van All

Rigid truck Local pick up/delivery

Urban haul

Regional linehaul

Interstate linehaul

Commercial waste

Residential waste

Urban tipper

Council/utility vehicle

Semi-trailer Local pick up/delivery

Urban haul

Regional linehaul

Interstate linehaul

B-Double Urban haul

Regional linehaul

Interstate linehaul

Road train All

Bus All

Coach All

Other vehicles All

Passenger cars All

Motor cycles All

E7.4 Rail

When assessing the fleet composition, the auditor may indicate the level of control (a)the organization has on each vehicle (for example, vehicle ownership, requirements from or agreements with customers or contracting authorities).

When the energy consumption of tractive units is analysed, the train ‘consists’ must (b)be recorded (type of vehicles, gross mass, occupancy).

When analysing or simulating the energy consumption during train runs, the (c)recommendations of UIC/UNIFE, TEC REC 100 001 should be followed.

The proportion of vehicles subject to inspection is subject to agreement between the (d)organization and the auditor, and the organization. The resulting number of vehicles should be representative for every segment the audited organization owns.

Infrastructure conditions, energy supply system and timetable issues should be (e)analysed.


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Variables affecting energy consumption for rail operations may include the following: (f)

(i) Weight/distance (gross tonne per kilometre).

(ii) Driver behaviour, e.g. trip plan, braking, power shut down, momentum running.

(iii) Loco configuration (alignment with task).

(iv) Speed.

(v) Wagon design.

(vi) Slot utilization (aerodynamics).

(vii) Train length.

(viii) Idle time.

(ix) Weather conditions.

(x) Loco maintenance.

Energy performance indicators for rail operations may include, for example the (g)following:

(i) Weight/distance (gross tonne per kilometre).

(ii) Energy consumption/gross tonne kilometre.

(iii) Variance to target based on train weight.

(iv) Total litres below target.

(v) Energy consumption/passenger.

E7.5 Marine

The auditor should inspect every major vessel that is within the scope of the audit. (a)

The auditor should assess the status of the ship and its major machinery, as well as, (b)the ship's utilization and operational management processes. The technical assessments should address the steps in the International Maritime Organization’s Ship Energy Efficiency Management Plan (SEEMP), such as the following:

(i) Improved voyage planning.

(ii) Weather routeing.

(iii) Speed optimization.

(iv) Ship performance (hull) and maintenance.

(v) Main and auxiliary engine performance and maintenance.

(vi) Auxiliary loads balance.

(vii) Fuel quality and supply systems.

(viii) Lighting.

(ix) Rotating machinery.

(x) Boiler and steam system.

(xi) Waste heat recovery options.


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E8 OPPORTUNITY IDENTIFICATION AND SCREENING

E8.1 Opportunity identification workshops

In addition to analysis of energy and performance data, brainstorming sessions that bring together key people from various functions within the organization can identify opportunities that may not be evident from energy performance data. To obtain the maximum benefit from this process, background information on energy consumption and other relevant variables and influencing factors should be provided to participants. Details of equipment operating practices, configurations and age can also be useful in a background paper, to identify where opportunities are likely to be found.

During the workshop, appropriate time should be allocated for consideration of both fleet-wide ideas and ideas specific to individual fleet segments or vehicle types. Brainstorming should be based on the potential for energy savings opportunities that has been identified in the pre-workshop analysis. During the brainstorming process new ideas should be encouraged.

Regularly scheduled meetings, working groups, or continuous improvement exercises can also help to generate ideas, and additional ideas may emerge as data is analysed to investigate opportunities.

Senior management support is essential to enable key people to allocate sufficient time to an opportunity identification workshop and subsequent post-workshop evaluation and investigation of opportunities identified.

E8.2 Screening of ideas

An output from an opportunity workshop may be a long list of ideas. These ideas should be screened to prioritize detailed data analysis and evaluation on the most valuable and feasible ideas.

Criteria for screening ideas will vary for different audited objects and organizations, and could include—

commercial benefit (based on an agreed financial criteria); (a)

technical risk; (b)

cost and resource effort; (c)

any health, safety and environmental (HSE) impact; (d)

reliability impact; (e)

productivity and vehicle utilization impact; (f)

technology status; (g)

implementation risk; and (h)

business context. (i)

E8.3 Using data to identify opportunities

Possible approaches to data collection to assist in the identification of opportunities include—

breaking down plant into key systems and processes, start with a systems approach to (a)data collection to break up the audited object plant into key systems and their subsystems;

reviewing process layout drawing/s for each process (drawings similar to control (b)systems schematics are recommended) incorporating key data parameters (like pressure, temperature, flowrate, etc.) for various operating regimes (e.g. full load, minimum load etc.);


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evaluating performance data and parameters for each key system/process to help (c)identify major losses and differences with optimal data;

identifying the original operating philosophy for the system/process and reviewing it (d)in comparison with current operation and latest good practice;

adopting a whole-of-system approach to ensure that energy efficiency impacts within (e)and across sub-systems are understood, evaluated and addressed; and

identifying financial values for energy losses and differences, such as steam leaks. If (f)feasible review operational or maintenance issues with a particular system or process to identify further energy efficiency opportunities.

If fuel pump sales records are examined it is normally by an accounts person or fleet manager at monthly intervals. Yet the greatest savings may be driven through setting up business process around the data, with consistent concise and clear (near real time) feedback, directly to drivers and operational managers.

The value of driver feedback can be increased by providing training and incentives. Newer vehicles with in-built engine technology and in-cab display systems already provide fuel consumption feedback to drivers; therefore fleet operators with the newer fleets may have an immediate advantage.

E9 PRESENTATION OF AN EFFECTIVE BUSINESS CASE FOR AUDIT RECOMMENDATIONS

E9.1 General

To facilitate approval of energy audit recommendations it is important for the organizational representative to ensure that the business case for efficiency improvement actions addresses the key concerns of the business decision makers. There may also be a need to obtain pre-approval for project implementation from organizational employees with responsibility for operating or managing the audited objects, such as maintenance managers.

In order to ensure that the evaluation of opportunities effectively addresses business requirements, energy auditors should agree with representatives of the organization on the approaches that will be used to develop cost and benefit estimates.

E9.2 Elements of a business case

Building a business case for the adoption of a particular efficiency measure or piece of equipment requires an economic analysis of costs and benefits. This is common business practice for many transport fleet operators. An energy audit requires evidence of economic analysis for opportunities, with the primary analysis tool being the calculation of simple payback period.

However, both the costs and benefits for some efficiency opportunities in the transport sector are subject to significant uncertainty, particularly around the energy savings and the energy price.

In the case of costs, the upfront costs need to be represented by not only the primary purchase but also supporting equipment and training. Even in cases where the acquisition cost might be clear, the whole-of-life costs may be poorly understood. Future maintenance requirements may be under or over specified, and the long-term reliability or durability of components may be unproven.


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The issue of benefits may be considered even more important, because these are required to offset the costs. And on this issue, there are two main areas of uncertainty to consider:

Performance uncertainty related to the level of confidence in claimed fuel savings (a)(or how efficient the equipment/process actually is).

Fuel cost outlook which determines the economic value of fuel savings to the (b)business.

The fuel efficiency benefit (or productivity benefit for non-fuel opportunities) is central to the business case for implementation. But the actual performance of a particular opportunity under real conditions is often less than the expected improvement. In building the business case for a particular action the impact on fuel consumption must be quantified.

One approach is to conduct a segment-by-segment analysis of the fleet needs to be conducted. The potential fuel savings benefit of a particular opportunity in a type of vehicle can then be estimated by averaging from several sources including real case studies (where available) and industry publications or research papers.

E9.3 Sensitivity analysis

One approach to dealing with this uncertainty is to conduct a sensitivity analysis of the potential fuel savings benefit of an opportunity under different fuel price scenarios.

The results of the sensitivity analysis can provide an illustration of how sensitive the opportunity is to diesel price escalation. Of course, the business analyst will need to have a view on what they think is the most likely scenario for fuel prices to judge what they think the low/medium/high escalation rates should be. These scenarios can be derived from:

An analysis of past fuel consumption trends. (a)

Credible industry forecasts. (b)

Management expectations of risks to the organization. (c)

The complete analysis of the business suitability of a particular opportunity then needs to combine both the performance uncertainty and the financial uncertainty associated with uncertain fuel prices. This combined analysis is shown in Table E4. The range of price scenarios are shown in the left column, while the top row represents a range of performance levels, from the opportunity achieving 50% of its claimed benefit through to 125% of proposed savings.

TABLE E4

COMBINED ANALYSIS OF PERFORMANCE UNCERTAINTY AND PRICE SENSITIVTY

Assumptions

Initial investment (year 0) $100 000

Estimated duel saving (L/year) $16 500

Fuel price (year 0) $1.24

Estimated 4-year return

Percentage achievement of benefit

Fuel price scenario 125% 100% 75% 50%

Low escalation (5c/L p.a) $113 625 $90 900 $68 175 $45 450




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E9.4 Strategic and operational considerations

Strategic and operational considerations can be just as important in determining the suitability of a particular process or piece of equipment. Other issues that transport fleet operators have found important to their business include the following:

Investment sensitivity The sensitivity of both the investment and the opportunity (a)itself to changes in circumstances.

Asset life The suitability of a particular energy reduction measure will then depend (b)on the phase of vehicle life in which it is expected to achieve a return.

Operational risks: (c)

(i) The risk of failure of a component or system that is under consideration, and implications such as broken-down vehicles, freight service failure (and consequent contract breach) or even a safety risk for driver, passengers or the public.

(ii) The second important consideration is the extent of additional training and new operational procedures that may be required to adopt the opportunity.

(iii) The effect on the OEM vehicle warranty if modifications are made to the vehicle, or the risk of affecting engine emissions compliance.

Residual value of asset Modifications to standard equipment or specification can (d)have a significant impact on residual value at time of disposal. Any likely reduction in resale value must be weighed against the potential benefit achievable via fuel savings.

Reduced risk exposure An efficiency measure might reduce the business risk from (e)rising fuel costs (in addition to providing instant fuel savings), which can be especially valuable for marginally viable operations or routes.

Competitive dividend Efficiency improvements could improve the competitive (f)position of the business via cost reductions in the product or service compared to competitors.

Opportunity cost The costs of not taking the action, and the net benefits from (g)alternative investments.

Budget, cash flow and capital considerations Apart from the potential cost savings (h)which might be achieved by an efficiency opportunity, the capital cost may be the most important consideration.

E9.5 Effective business cases

An effective business case will typically address—

how the proposed actions align with business priorities; (a)

investment costs and their timing; (b)

energy and financial savings and their timing; (c)

funding options; (d)

any impact of implementation on productivity or business continuity; (e)

recommended implementation schedule, such as during vehicle procurement or (f)scheduled maintenance;

assignment of responsibility for implementation; (g)

conformance with any internal guidelines or templates; (h)

uncertainty of estimates and/or sensitivity analysis; (i)


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any safety, operational, environmental or other risks involved in implementation; (j)

confirmation of any required internal approvals obtained for the proposed actions; (k)

on-going costs arising from these actions; (l)

non-energy benefits arising from the proposed actions (such as reduced maintenance); (m)

project changes in energy and other on-going costs and benefits; (n)

procurement, equipment lifecycles and other fleet or logistical factors impacting on (o)returns to investment;

how the outcomes of the proposed actions will be monitored, such as a measurement (p)and verification plan; and

relevant benchmarking information. (q)

E10 ACCURACY

E10.1 General

Determination of accuracy (uncertainty) is one of the most challenging aspects of an energy audit. Uncertainty comes as a result of natural variation, such as measurement tolerance, and is partly due to errors and simplifications in analysis, measurement and sampling. Where costs and financial benefits are concerned there is also uncertainty due to market fluctuations.

Clause 12 of this Standard requires energy auditors to disclose the level of uncertainty for each recommendation to enable the organization to make a more informed choice about whether to implement a recommendation or undertake further analysis. As there is a compromise between uncertainty levels and audit costs, provided accuracy is considered, exact quantification of uncertainty may not be required if this is prohibitively expensive relative to the value of the opportunities. For the same reason, formal calibration of measurement equipment and traceability of measurement may not be required.

E10.2 Sources of uncertainty

Sources of uncertainty to be considered include, but are not limited to—

measurement methods used; (a)

calculation methods chosen; (b)

system boundaries choice; (c)

selection/choice of significant energy consumption within the boundary; (d)

excluded energy sources; (e)

frequency of data collection; (f)

data intervals; (g)

data quality (h)

energy consumption model diagnostics and bias; (i)

sample size and whether the sample size is considered representative; (j)

measurement equipment uncertainty; and (k)

possible consequential effects not included in the measurement and verification (l)(M&V) result.

NOTE: Uncertainties in some cases may include technical or other risks.


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E10.3 Estimation of uncertainty

There are several different approaches that can be used to determine the level of uncertainty, including—

sensitivity analysis approaches; (a)

statistical methods and tests (for determining the accuracy of statistical analyses, such (b)as regressions);

accuracy margins specified in handbooks (e.g. for formulae) or by software providers (c)or developers (e.g. for thermodynamic or heat transfer simulation packages);

combination of accuracy of calculations, as in the international performance (d)measurement and verification protocol (IPMVP); and

project estimation methods for costs (e.g. in line with the project management body (e)of knowledge, PMBOK).

E11 MEASUREMENT AND VERIFICATION

For significant opportunities the organization may consider developing a M&V plan prior to implementing opportunities so as to monitor performance. An effective M&V process will typically require an energy baseline collected over a sufficient period to incorporate the expected range of variation in relevant variables, such as 12 months or more where seasonal variation would be expected. ISO 50015* outlines M&V principles and provides guidance on M&V.

M&V adds value by increasing the credibility of energy performance results, irrespective of the methods used. An M&V process should be documented to ensure transparency and traceability of the process. The entire M&V should be documented in a manner that ensures reproducibility and contributes to inspire confidence in the M&V result. A clear statement regarding the accuracy of results and the uncertainty of measurement should be included in the reported results.

For transport operations where modelling and statistical analyses are complex and subject to significant uncertainty, the most effective way to measure and verify energy savings is to measure energy consumption and other relevant variables. The measurement sample should be representative of the fleet segment in order to provide reliable indications of the actual energy performance improvement.

Wherever possible, measurements should be performed in a way that enables the effects of other variables to be taken into account. For example, measurements could be made in different geographic regions to account for the effects of weather, road/track gradient/curves/speed limits.

* To be published.


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BIBLIOGRAPHY

DRET, Measurement and opportunity evaluation in the transport sector. 2011.

DRET, Energy-mass balance: transport. 2010.

EMANZ/Traffic Design Group, Audit Guidelines: Fleet Energy Audits Stage 1 and Stage 2, October 2011

Baas, P., Fleet management commitment to fuel efficiency, NZ Transport Agency research report 482. 2012.

Baas, P. Latto D, Heavy vehicle efficiency, [TERNZ/EECA]

*** END OF DRAFT ***

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Association of Building Sustainability Assessors

Australian Chamber of Commerce and Industry

Australian Industry Group

Australian Institute of Energy

Australian Institute of Refrigeration Air Conditioning and Heating

Bureau of Steel Manufacturers of Australia

Consult Australia

Department of Resources, Energy and Tourism

Energy Efficiency and Conservation Authority of New Zealand

Energy Efficiency Council

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Energy Management Institute

Engineers Australia

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Office of Environment and Heritage, NSW

Sustainability Victoria

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