Workshop on Regional Environment Statistics June 2010, Eurostat, Luxembourg. Parameterlist Energy and Transport

Transcription

1 Workshop on Regional Environment Statistics June 2010, Eurostat, Luxembourg Parameterlist Energy and Transport

2 Parameter list Transport 2

3 Parameter list Transport the list focuses on passenger transport only. Freight is not being considered. transport distances can easily be calculated on a national level but it is challenging to define them on a regional level because long distance trips distort the results flight transport also belongs to public transport even though the airlines operate on a private business basis. It would be more appropriate to separate flight transport from the rest of public transport because the results may lead to completely false conclusions on a regional level Reference Metadata in Euro SDMX Metadata Structure (ESMS) Regional Transport Statistics - Eurostat Data Base 3

4 Parameter list Energy 4

5 Primary energy production by fuel readily available at national level. They can be read virtually direct from the detailed energy balances = energy commodities extracted or captured directly from natural resources' (so crude oil or natural gas) energy produced from primary sources' is 'secondary energy production (electricity from a coal power plant is 'secondary ) be careful with renewable energy. 'Primary' is, for example, electricity from hydroelectric power stations, tidal power plants, windmills and Photovoltaic panels. 'Secondary' would be electricity from power plants where, for example, waste is incinerated 5

6 Primary energy production by fuel Excerpt from the Energy Yearbook where some 'national' values can be found (see below). 6

7 Final energy consumption Final energy consumption in desired categories is also immediately available at national level. In the Yearbook a lot of information is immediately available - see at the bottom (also in 1000 tones of oil equivalent) 7

8 Final energy consumption Similar information can be extracted from the energy balances (same for all 27 Member States) (see section below.) (Belgium 2007, all products, in 1000 toe) 8

9 NUTS 2 mapping Certain elements, such as the regional electricity production are feasible with considerable effort (regional mapping of the power plants), but that is not always 'primary energy production 'Primary energy production by fuel - of which nuclear energy' seems however, feasible because there are detailed output figures for the individual nuclear power stations. That must be disclosed within the Euratom treaties. A NUTS 2 mapping of nuclear power stations seems easily feasible The regional attribution of production of all other energy carriers seems expensive, but potentially feasible. Oil and gas is mainly imported and might be disregarded. UK, NL and DK are relative big producers (oil or gas, or both). Much offshore production for UK and DK (regional mapping?). Since the EU produces increasingly less, also coal (coal and lignite) should be able to be located. It is difficult for renewable energy because it is very peripheral produced or fed 9

10 NUTS 2 mapping 'Share of renewable energy in final energy consumption' is not a problem at the national level. But probably at regional level (NUTS 2). Again this is very decentralized production, often in small quantities Final energy consumption for the different Categories is difficult because it is 'total', and not a single energy carrier. Information about power consumption in ' households ' might exist on regional level (although we doubt that this applies to the whole of the EU, particularly on NUTS 2 level). Some countries will have the following regional monopolist (free choice of electricity providers should be theoretically possible almost everywhere, but in practice this is not the case) Eurostat Energy Statistics - Data base 10

11 Individualised motorised transport private passenger cars and powered twowheelers no legal basis at EU level to collect these data available data are collected from a variety of sources: ITF (International Transport Forum), Common Questionnaire (=questionnaire jointly exploited by Eurostat, the ITF and UNECE) and national sources 11

12 Individualised motorised transport national data (if available) are not harmonized many national particularities (some exclude taxis, other exclude or include light vans (under 3.5 t), others register station wagons as commercial vehicles and might exclude them, most exclude government/local/national authorities vehicles, but maybe not all, etc.) regional data at NUTS level 2 might be very difficult to find one might find the stock of passenger cars according to the region of registration, but their transport performance will be difficult to obtain 12

13 Individualised motorised transport one possible solution could be to multiply the number of vehicles by the average number of yearly kilometers driven (for example collected by technical inspection authorities) this would result in the number of vehicle-kilometers at regional level. One would then have to retrieve the average occupancy rate of a vehicle (frequently mentioned being 1.6 at EU level; slightly higher in East-European Member States, lower in old Member States but difficult to get a full European dataset that is updated yearly ) to be able to calculate the number of passenger-kilometers but then, the regional figures would essentially be based on the regional car registration figures! 13

14 Individualised motorised transport powered two-wheelers are even more challenging to get problems of definition: certain countries can only report data (numbers registered and sometimes performance) for motorcycles (i.e. with engine displacement over a certain threshold generally 50 cc, but sometimes 80cc or even 125cc) under that threshold, these are light powered two-wheelers. Here, figures are even more difficult to get, as registration is often linked to insurance. France only relatively recently (5 years ago?) made registration compulsory. compared to the pkm transport performance of cars, that of powered two-wheelers is of course quite low at EU level at national level however ( good-weather countries ) this can have a certain impact. a NUTS level 2 attribution is quite challenging 14

15 Individualised non-motorised transport we think here about biking and walking very interesting topic but hard to get comparable, regularly updated regional figures some countries might offer cycling data (performance, number of trips, some Federations such as the European Cyclists Federation) or data on walking, but coherently collected time series will be difficult to obtain one-off survey results will certainly be available often, selected cities are compared but a full regional coverage might be unlikely. 15

16 Public Transport A clear definition of public transport is essential 1. functional: everyone can use it - against payment - as opposed to private transport (exclusion criteria = only the owner has the right). Are public enterprises/authorities opposed to private companies? 2. economically: Transport facilities owned by public authorities (Please note that e.g. more and more rail transport is privatized). In this respect data availability has become poorer or at least less reliable. Council Regulation 91/2003 theoretically corrects this situation but data from small undertakings are often missing 16

17 Public Transport A clear definition of public transport is essential 3. urban transport : or is Public Transport more the common (but vague) notion of bus, tram, subway/underground/metro transport, essentially used to go to work/school? When defined as Urban transport, this might be less problematic where is the limit? What is the S-Bahn in Germany or the RER (Réseau Express Régional) around Paris: classic rail or urban rail? The same train carrying commuters might be an international train (Metz-Luxembourg, Trier-Luxembourg). How can one then attribute the transport performance to a single NUTS 2 region? 17

18 Average length of a single commuting trip the average daily distance covered by each inhabitant using land transport (car, train, bus, tram &metro) at national level is possible (see Eurostat Panorama of Transport 2009 edition) - but that is the average value for the entire population including all trips here, we need a single commuting trip, i.e. the average distance from home to work or vice versa. National data can probably be retrieved but regional data and obtaining yearly update will be challenging additionally the notion of time is perceived as more important, i.e. the time spent with commuting, not the distance. Time-use survey should be looked at more closely 18

19 Helpful Background Papers 19