TY - BOOK
T1 - Liikenteen energiatehokkuustoimenpiteet osana EU:n 2030 ilmasto- ja energiatavoitteiden saavuttamista: vaikutukset, kustannukset ja työnjako
AU - Tuominen, Anu
AU - Tervonen, Juha
AU - Järvi, Tuuli
AU - Mäkelä, Kari
AU - Liimatainen, Heikki
AU - Nykänen, Lasse
AU - Rehunen, Antti
N1 - SDA: SHP: TransSmart
PY - 2015
Y1 - 2015
N2 - The European Commission has proposed an EU-level climate
and energy target for the year 2030 to reduce greenhouse
gas (GHG) emissions with 40% compared to 1990 levels. The
overall target is shared between a 43% reduction by
sectors covered in the EU emission trading system (EU
ETS) and a 30% reduction by non-ETS sectors (including
transport) compared to 2005 levels. The latter target
will be defined separately for each Member State. For
Finland, an emissions reduction target up to 36% has been
projected.
This study examined energy efficiency measures of the
transport sector in terms of transport relat-ed
feasibility (changes in transport volumes, modal shares),
economic feasibility (investment and exter-nal costs) and
GHG reduction potential. The feasibility factors
constitute the preconditions for transport emission
reduction potential in Finland and consequently also for
reaching the EU-level target. Second-ly, the study
assessed the impacts of the measures on transport safety
and public health. Finally, the roles and
responsibilities of municipalities and the state in
implementation and financing of the energy efficiency
measures were analysed.
Energy efficiency measures, identified in this context,
include six categories of measures: (1) pro-motion of
public transport in urban areas, (2) promotion of public
transport over long distances, (3) pro-motion of walking
and cycling, (4) measures related to the urban form
development, (5) promotion of alternative propulsion for
road transport and (6) promotion of low-emission
passenger cars.
The results of the study show that public transport,
walking and cycling measures integrated in ur-ban
transport plans of large and medium-sized cities in
Finland hold approximately a 30% CO2 emission reduction
potential between 2014 and 2030. This would indicate GHG
emission reduction of approx. 0.6 million tons. The
assessment covers both the impacts of modal shift and
technological development of vehicles and fuels. Measures
promoting public transport, walking and cycling are
however not particularly cost-effective, if considered
exclusively from the climate policy perspective. In fact,
emission reductions of these measures are rather achieved
as a positive by-product of essential transport system
development (e.g. rail line or bicycle lane
infrastructure investments).
Based on the study, promotion of public transport would
seem to reduce traffic accidents in urban areas, but an
increase in walking and cycling to increase them. The
safety of walking and cycling is strongly dependent on
the types of routes the new transport volumes are
directed to and the intensity of the growth. Public
health benefits of walking and cycling are high and
affect therefore significantly the economic efficiency of
the planned measures and the costs of CO2 emission
reductions.
Long-distance public transport between the largest cities
in Finland is currently undergoing signifi-cant changes
both in pricing and supply as a result of changes in the
legislation at national and EU-level. New operating
models and services in public transport supply have
emerged, and the development con-tinues. For the first
time in decades the use of public transport is more
affordable than the use of a pas-senger car. Between the
major urban areas there is potential with modal and
market shifts for the benefit of public transport.
Assuming that about 1.5% of long-distance trips made by
private car would shift to public transport, 0.5 million
tons of GHG emissions could be reduced between 2014 and
2030. Also this estimate includes the technology
development dimension.
Urbanisation and population growth in growing urban
regions reduce the average mobility need of the
population in the future. Based on the zonal approach
analysis, reductions in the average car-kilometres can be
reached, if the new housing development will adhere to
zones where daily trips can be made on foot, by bike or
by public transport. Through the measures related to the
urban form develop-ment, it is possible to reduce the
amount of daily passenger-kilometres by approximately 6%,
the impact of which is around 3 - 4% (ca. 0.2 million
tons) on CO2 emissions of domestic passenger transport.
Infill development is one of the most powerful measures
related to urban form. It can affect both new housing
locations and creation of conditions for improved public
transport services. Economic in-struments (e.g. tax
deductions on commuting and road pricing) can
significantly affect the location decisions of residents
and companies as well as their mobility behaviour. It is
essential that urban form supports transport measures in
reducing emissions by enabling sustainable mobility
choices and services.
On the basis of economic modelling, domestically produced
biofuels are economically the most favourable option of
the future alternative propulsion in road transport.
Biofuels do not limit economic growth, their emission
reduction potential is large and the economic value of
emission reduction covers the incurred costs of subsidies
to biofuel product development, production and
distribution chain. The maximal CO2 reduction of biofuels
is estimated up to more than 5 million tons (2015 to
2030), which makes them more cost-effective (if
considered exclusively from the climate policy
perspective) than measures promoting public transport,
walking and cycling. CO2 limit values for new cars set by
the EU legislation and national CO2-based vehicle taxes
have also been cost-effective measures. Because of them,
fuel consumption and carbon dioxide emissions of Finnish
car fleet have decreased since 2008.
Planning and preparation of energy efficiency measures is
often agreed between the state and mu-nicipalities e.g.
through legislation, but challenges have been identified
in their implementation. Exam-ples of these are
national-level strategies, implementation of which
requires shared funding. In case the other party lacks
funding, or funding is delayed, the projects will be
postponed or not realised at all. Also deficiencies in
instructions to municipalities on the implementation of
energy efficiency measures (e.g. directive on the
procurement of clean vehicles) can slow down or even
prevent the realisation of the pro-jects.
The projected EU non-ETS sectors emissions reduction
target (-36% by 2030) would mean a re-duction of CO2
emissions of transport by 4.6 million tonnes from the
2005 level in Finland. Based on the results above,
measures promoting public transport, walking, cycling and
urban form development could possibly cover approx. 28%
(1.3 million tonnes, 2014-2030) of the total reduction
target. The contribution is clearly less than the
contribution of road traffic vehicle fleet and fuel
technology measures (approx. 5 million tonnes reduction,
2014-2030), but its value should not be underestimated
because of other benefits to be achieved. These include
positive impacts on congestion, air quality, road safety
and also to a significant extent on public health.
Technology measures contribute to, through new fleet and
fuel alternatives, the effectiveness of other energy
efficiency measures, and consequently the different types
of measures complement each other in achieving the goals
of sustainable urban mobility.
AB - The European Commission has proposed an EU-level climate
and energy target for the year 2030 to reduce greenhouse
gas (GHG) emissions with 40% compared to 1990 levels. The
overall target is shared between a 43% reduction by
sectors covered in the EU emission trading system (EU
ETS) and a 30% reduction by non-ETS sectors (including
transport) compared to 2005 levels. The latter target
will be defined separately for each Member State. For
Finland, an emissions reduction target up to 36% has been
projected.
This study examined energy efficiency measures of the
transport sector in terms of transport relat-ed
feasibility (changes in transport volumes, modal shares),
economic feasibility (investment and exter-nal costs) and
GHG reduction potential. The feasibility factors
constitute the preconditions for transport emission
reduction potential in Finland and consequently also for
reaching the EU-level target. Second-ly, the study
assessed the impacts of the measures on transport safety
and public health. Finally, the roles and
responsibilities of municipalities and the state in
implementation and financing of the energy efficiency
measures were analysed.
Energy efficiency measures, identified in this context,
include six categories of measures: (1) pro-motion of
public transport in urban areas, (2) promotion of public
transport over long distances, (3) pro-motion of walking
and cycling, (4) measures related to the urban form
development, (5) promotion of alternative propulsion for
road transport and (6) promotion of low-emission
passenger cars.
The results of the study show that public transport,
walking and cycling measures integrated in ur-ban
transport plans of large and medium-sized cities in
Finland hold approximately a 30% CO2 emission reduction
potential between 2014 and 2030. This would indicate GHG
emission reduction of approx. 0.6 million tons. The
assessment covers both the impacts of modal shift and
technological development of vehicles and fuels. Measures
promoting public transport, walking and cycling are
however not particularly cost-effective, if considered
exclusively from the climate policy perspective. In fact,
emission reductions of these measures are rather achieved
as a positive by-product of essential transport system
development (e.g. rail line or bicycle lane
infrastructure investments).
Based on the study, promotion of public transport would
seem to reduce traffic accidents in urban areas, but an
increase in walking and cycling to increase them. The
safety of walking and cycling is strongly dependent on
the types of routes the new transport volumes are
directed to and the intensity of the growth. Public
health benefits of walking and cycling are high and
affect therefore significantly the economic efficiency of
the planned measures and the costs of CO2 emission
reductions.
Long-distance public transport between the largest cities
in Finland is currently undergoing signifi-cant changes
both in pricing and supply as a result of changes in the
legislation at national and EU-level. New operating
models and services in public transport supply have
emerged, and the development con-tinues. For the first
time in decades the use of public transport is more
affordable than the use of a pas-senger car. Between the
major urban areas there is potential with modal and
market shifts for the benefit of public transport.
Assuming that about 1.5% of long-distance trips made by
private car would shift to public transport, 0.5 million
tons of GHG emissions could be reduced between 2014 and
2030. Also this estimate includes the technology
development dimension.
Urbanisation and population growth in growing urban
regions reduce the average mobility need of the
population in the future. Based on the zonal approach
analysis, reductions in the average car-kilometres can be
reached, if the new housing development will adhere to
zones where daily trips can be made on foot, by bike or
by public transport. Through the measures related to the
urban form develop-ment, it is possible to reduce the
amount of daily passenger-kilometres by approximately 6%,
the impact of which is around 3 - 4% (ca. 0.2 million
tons) on CO2 emissions of domestic passenger transport.
Infill development is one of the most powerful measures
related to urban form. It can affect both new housing
locations and creation of conditions for improved public
transport services. Economic in-struments (e.g. tax
deductions on commuting and road pricing) can
significantly affect the location decisions of residents
and companies as well as their mobility behaviour. It is
essential that urban form supports transport measures in
reducing emissions by enabling sustainable mobility
choices and services.
On the basis of economic modelling, domestically produced
biofuels are economically the most favourable option of
the future alternative propulsion in road transport.
Biofuels do not limit economic growth, their emission
reduction potential is large and the economic value of
emission reduction covers the incurred costs of subsidies
to biofuel product development, production and
distribution chain. The maximal CO2 reduction of biofuels
is estimated up to more than 5 million tons (2015 to
2030), which makes them more cost-effective (if
considered exclusively from the climate policy
perspective) than measures promoting public transport,
walking and cycling. CO2 limit values for new cars set by
the EU legislation and national CO2-based vehicle taxes
have also been cost-effective measures. Because of them,
fuel consumption and carbon dioxide emissions of Finnish
car fleet have decreased since 2008.
Planning and preparation of energy efficiency measures is
often agreed between the state and mu-nicipalities e.g.
through legislation, but challenges have been identified
in their implementation. Exam-ples of these are
national-level strategies, implementation of which
requires shared funding. In case the other party lacks
funding, or funding is delayed, the projects will be
postponed or not realised at all. Also deficiencies in
instructions to municipalities on the implementation of
energy efficiency measures (e.g. directive on the
procurement of clean vehicles) can slow down or even
prevent the realisation of the pro-jects.
The projected EU non-ETS sectors emissions reduction
target (-36% by 2030) would mean a re-duction of CO2
emissions of transport by 4.6 million tonnes from the
2005 level in Finland. Based on the results above,
measures promoting public transport, walking, cycling and
urban form development could possibly cover approx. 28%
(1.3 million tonnes, 2014-2030) of the total reduction
target. The contribution is clearly less than the
contribution of road traffic vehicle fleet and fuel
technology measures (approx. 5 million tonnes reduction,
2014-2030), but its value should not be underestimated
because of other benefits to be achieved. These include
positive impacts on congestion, air quality, road safety
and also to a significant extent on public health.
Technology measures contribute to, through new fleet and
fuel alternatives, the effectiveness of other energy
efficiency measures, and consequently the different types
of measures complement each other in achieving the goals
of sustainable urban mobility.
KW - transport
KW - climate and energy targets
KW - energy efficiency
KW - measures
KW - public transport
KW - walking and cycling
M3 - Report
SN - 978-952-287-193-0
T3 - Valtioneuvoston selvitys- ja tutkimustoiminnan julkaisusarja
BT - Liikenteen energiatehokkuustoimenpiteet osana EU:n 2030 ilmasto- ja energiatavoitteiden saavuttamista: vaikutukset, kustannukset ja työnjako
ER -