Sustainable Transport in CEEC

Plamen Tzvetanov Tzvetanov Plamen Substainable transport Substainable in transport CEEC - the Bulgarien experience Plamen Tzvetanov Bulgarian Academy of Sciences State Energy Efficiency Agency Council of Ministers 8, Dondukov Blvd. 1000 Sofia Bulgaria Phone: 00359 2 -980 1959; -5490 518 Fax: 00359 2 -980 1959; -872 550 E-mail: [email protected] Energy Efficient Transport Systems - PRICING FOR SUSTAINABLE TRANSPORT SESSION II / Lecture 10 Plamen Tzvetanov Tzvetanov Plamen Substainable transport Substainable in transport CEEC - the Bulgarien experience The paper presents some characteristics, development prospects, energy efficiency measures, demand of fuels and power and structural change - energy efficiency interactions of the transport sector of the National Energy Efficiency Program of Bulgaria. 1. TRANSPORTATION CHARACTERISTICS The wide variety of properties, organisation and management creates obstacles for inventory of the transportation services as well as of the fuel and energy used for the purpose. According to the prac- tice and classification system of the national statistics [1] only the state transportation firms are reported in that sector. In 1995, such firms consumed about 26% of the energy used for the transportation needs of the country. The participation of municipal transportation firms (urban electric transport, urban and interurban bus transport, municipal freight transport) record of which is kept by the state statistics is about 6% of the total fuel and energy for transportation. However, most of these firms are in the process of privatisation and the issue of statistics remains open. The part of the popu- lation in transportation demand, defined by means of the gasoline and diesel for private cars is the largest - about 44%. Consumption of fuel and energy for transportation purposes in the industry, construction, agriculture and forestry is also significant - about 22%. The fuels and energy consumed there for inplant transport, mine transport, construction equipment, agricultural and forestry equipment, etc., since their transportation operations cannot be covered by the statistical reports, are assigned to the category of energy demand for production purposes in the respective branch. Thus in the process of designing the measures for energy efficiency and long-term fuel and energy demand forecast, the term "Transportation" was defined as encompassing freight carriage and public conveyance performed by state or municipal transportation firms, and transportation performed with private vehicles. The pipeline transportation and agricultural aviation have been also taken into ac- count. Due to the comparatively large and constantly growing relative share of transportation services rendered by private firms, their operations and fuels consumption are also assigned to the transportation. In view of the reasons indicated above, the transportation performed in the industry, construction, agriculture and forestry are left outside that sector. The main elements of the transportation are roads, terminals (stationary facilities), the rolling stock, energy devices, as well as the transportation companies providing maintenance and repair of the transport equipment, control tools and systems. As a whole, the present state of transportation in Bulgaria is characterised by: outdated and worn out vehicle fleet; poor physical condition of the vehicles owing to disrepair and shortage of spare parts; poor choice of low-quality operation supplies (fuel, lubricants, tyres); deteriorating operating conditi- ons (roads, driving practices); use of the vehicles for carriage of freights incompatible with their design; disorder in the carriage (conveyance) organisation (lack of dispatching); low professional skills of motor vehicle drivers due to low exigency towards them; reduced labour productivity due to reduced overall loadcarrying capacity of vehicles and lower technical travel speed. In density of railway and road network Bulgaria ranks among the last of the Central and East European (CEE) countries [2]. In degree of railway electrification Bulgaria is ahead not only of the CEE countries, but of many West European countries as well. The analyses of the service rendered shows that the share of water transport prevails in freight carriage, and of road transport in passenger conveyance. As a consequence of the lasting slump, a down- trend is observed in the freight and passenger flows. In 1995, compared to 1991, the railway passenger conveyance decreased by about 20%, road conveyance - by about 30%, and water conveyance - nearly 80%. Within the same period, freight carriage decreased as follows: railway - by 7%, road - by 68%, water - by about 5%. Growth has been recorded only in the air transport: about 6% in passenger conveyance and almost 8% in freight carriage and in the pipeline transport (13%). Energy Efficient Transport Systems - PRICING FOR SUSTAINABLE TRANSPORT SESSION II / Lecture 10 Fuel and energy consumption. The fuel and energy consumed in the transportation in 1995 constitu- te 17% of the final energy consumption in the country. Out of the total consumption by state firms 43.2% is for road transport, 32.4% - for air transport, 10.2% - for railway transport. The remaining 18% is assigned to other consumers (agricultural aviation, urban and pipeline transport, etc.), inclu- ding 1.3% of water transport. 2. TRANSPORTATION DEVELOPMENT The main priorities outlined in the new national transportation policy are: transition to market eco- nomy; integration of the national transportation system into the transportation systems of the EC countries, CEE, Central Asia and the Caucasian countries; establishment of a national transportation market; transportation services improvement; technological and technical renovation; development of combined transportation technologies. Within the limits of these priorities, and pursuant to the new concepts of macroeconomic and branch development, the development trends in the transportation described below are emerging: In freight carriage (figure 1) the hegemony of water transport is preserved although its relative share decreases from 84.9% in 1995 to 79.5% in the end of the forecast period. The share of railway transport increases from 9.1% to 11.8%, and of road transport - from 5.3% to 9.7%. In passenger conveyance (figure 2) road transport remains the main type of transportation, its share decreasing from 59.5% in 1995 to 53.1% in 2020. The share of air transport also decreases respectively from 19.3% to 16.5%. That decrease is offset by the increased share of railway transport - from 17.4% to 23.6%, and urban transport - from 3.7% to 6.7%. 140000 120000 Air 100000 Sea 80000 River 60000 Road (private) Road (public) 40000 Rail 20000 0 1995 2000 2005 2010 2015 2020 Figure 1. Freight transport structure, mln. t km 35000 30000 25000 Air Sea 20000 Road (private) 15000 Urban (public) 10000 Rail 5000 0 1995 2000 2005 2010 2015 2020 Figure 2. Passenger structure, mln. p km Energy Efficient Transport Systems - PRICING FOR SUSTAINABLE TRANSPORT SESSION II / Lecture 10 Plamen Tzvetanov Tzvetanov Plamen Significant changes are envisaged in the structure of ownership. The privatisation process affects the motor transport most of all, where the share of private firms of freight carriage is about 61%, and after 2000 it will be almost totally taken over by private sources. In passenger conveyance that process will be slower: the share of state and municipal firms will decrease from 72% to 16% in 2015 Substainable in transport CEEC - the Bulgarien experience after which it will be probably wholly taken over by the private firms. Currently, the state airlines BALKAN cover about 60% of the passenger conveyance, and it is also privatised. There are similar trends in the water and railway transport. The transportation policy priorities connected with improvement of transportation service quality are not always in the same direction with the trend for energy efficient and environment - friendly development. For example, although the energy component exceeds 20% of the operating costs of the transportation [5], the development of the motor transport, which is particularly energy-intensive, is quite significant. That is conditioned by the almost nine time denser road network compared to rail- ways, and, respectively, higher manoeuvrability of the road transport. The other factor, which has also a strong effect on the transportation prospects, is its integration into the transpor-tation systems of the European Union. Interconnection with the trans-European transportation corridors through construction of highways in Bulgaria also determines the higher growth of road transport owing to its higher share in these countries. 3. DIRECTIONS AND MEASURES FOR INCREASING ENERGY EFFICIENCY The choice and implementation of measures for sustainable and energy efficient transportation is limited by a number of barriers: only recently since establishment of the currency board there are signs of slowing down or cessation of the crisis processes; the legislative base which impedes the normal functioning of the market mechanisms has been just created; the investment market is just at the beginning; the transportation is in a process of transition from a strongly centralised to a disinte- grated one containing various forms of ownership (state, municipal and private); the vehicles are almost totally imported. With limits the possibilities for carrying through a government policy of

Load more