WORKSHOP ON REGIONAL ENVIRONMENT STATISTICS SEPTEMBER2012, EUROSTAT, LUXEMBOURG

Transcription

1 WORKSHOP ON REGIONAL ENVIRONMENT STATISTICS SEPTEMBER2012, EUROSTAT, LUXEMBOURG

2 DEFINITIONS, RESPONSE RATE AND LESSONS LEARNT FROM THEREQ 2010 FOR TRANSPORT AND ENERGY JÖRG HANAUER& JELLE BOSCH

3 RegionalQuestionnaire: Energyand Transport part FEEDBACKREQ 2012 Country Energy Transport not EU 27 AT FN Footnote BE-Brxls FN FN (TW) teilweise BE-Flan totals FN totals FN Note extra File BE-Wal FN!!! FN!!! BG totals keine Daten CH FN FN x Daten vorhanden CY FN CZ FN Pub(06-09) FN DE EE EL ES FR FN FN (TW) FN HRV FN Pub FN x HU IR totals (public) IT Note FN LT FN LU FN FN LV MKD MT NL FN FN x NO FN totals x PL PT RO (TW) FN FN SI (TW) (TW) FN TR UK DK SE FI SK no answer no answer no answer no answer x TOTAL 16 9 (12)

4 ASSESSMENT1 Comparability over time Comparability over time was checked for each indicator and for each country that sent data. There were only few cases of breaks in time-series. Comparability across countries Transport Indicators are not commongly agreed indicators, available data sets do not always match definitions.

5 INDIVIDUAL MOTORISED TRANSPORT: COUNTRY SPECIFICITIES Country pass. cars pass. transport vans P2W recreational vehicles Further differences BE X X P2W: motorcycles but not mopeds CZ na na na na not specified EE X X X IT X X CY na na na na not specified LV X X X LT na na na na not specified SI X X X Domestic and Foreign private passenger cars NO X X P2W: private cars and rental cars

6 ASSESSMENT2 Coherence Data are checked in detail for internal consistency/coherence. Coherence was especially checked: for geographical breakdowns at NUTS Level 2, for breakdowns by fuel type (energy, production), for breakdowns by institutional sector (energy, consumption) Comparable European datasets At NUTS Level 0, the energy indicators were checked for coherence against existing Eurostatdata. They were compared to the Energy statistics Primary energy production and Final energy consumption. In most cases, statistics could be matched.

7 INDIVIDUAL NON-MOTORISED TRANSPORT: DATA AVAILABILITY Country Time coverage Geographical coverage Share of instances, in which NUTS2 sum to NUTS0 1 IT all NUTS % CY all NUTS2 (only 1) 30% NO 2001 & 2005 NUTS0 only 0% 1. Share of the number of instances in which, for a given year, the sum of NUTS2 data is equal to the NUTS0 datum, as a share ofthe 10 possible cases (ie. 10 years).

8 AD HOCSURVEY FROM2012 WS on Regional Environment Statistics; June, Eurostat 8

9 LESSONS LEARNT Discussion on the usefulness and feasibility of the transport and energy parameters after the experiences with the feedback on the Regional Environmental Statistics Questionnaire from 2010 and the evaluation of the received data. The discussion was along two different angles: First which parameters are worth keeping? the informative value of a regionalization of the data per se (e.g. is there an increase of insights compared to data on national level) and the sensuousness ( with a view on the effort on both sides (Eurostat and NSI)) of the exercise with a view to the very weak feedback for some parameters Second which parameter could be better estimated by Eurostat and consultant instead of sampling via survey? 9

10 PARAMETER LISTTRANSPORT Individual motorised transport NUTS passenger-kilometers Public transport NUTS passenger-kilometers Average length of single commuting trips NUTS2 Kilometers Individual non-motorised transport NUTS passenger-kilometers WS on Regional Environment Statistics; June, Eurostat 10

11 INDIVIDUALISED NON-MOTORISED TRANSPORT& AVERAGE LENGTH OF A SINGLE COMMUTING TRIP Problem statement: This is walking and cycling. It should exclude walking in residences and walking and cycling for sport. It is very difficult to measure, since there is no regular data collection, neither at national, nor at regional level. Cycling for non-sports purposes might only be relevant in large urban centers. Problem statement: It is an interesting indicator to monitor over time but with poor data availability. Most transport statistics do not have this kind of info. WS on Regional Environment Statistics; June, Eurostat 11

12 PRE-FILLING INDIVIDUAL MOTORISED TRANSPORT Methodology for calculation of the estimates for "Individual motorised transport" : 1. Data for passenger road transport by car on national territory was obtained; 2. Auxiliary data was obtained from different sources; 3. Gaps in sheet"pkm" were completed using the auxiliary data from pkm_aux; 4. Data for "Passenger cars" at national level was extracted from Eurobase; 5. Auxiliary data was obtained from different sources; 6. Gaps in "Passenger cars" were completed using the auxiliary data from"passenger cars_aux"; 7. A value of passengerkilometerper passengercar wascalculated: pkm / number of passenger cars (national); 8. Data for "Passenger cars" at NUTS 2 level was extracted from Eurobase; 9. The final value wasobtainedusingthe value per passengercar and the population data : pkm * number of passenger cars (NUTS 2 level). 12

13 PRE-FILLING PUBLIC TRANSPORT Methodology for calculation of the estimates for "Public transport" : 1. Data for passenger road transport by bus on national territory was obtained; 2. Data for "Motor coaches, buses and trolley buses" at national level was extracted from Eurobase; 3. Auxiliary data was obtained from different sources; 4. Gaps in sheet "Public transp vehicles" were completed using the auxiliary data; 5. A value of passenger-kilometer per public transport vehicle was calculated : pkm / number of motor coaches, buses and trolley buses (national); 6. Data for "Motor coaches, buses and trolley buses" at NUTS 2 level was extracted from Eurobase; 7. The final value was obtained using the value per public transport vehicle and the population data pkm * number of motor coaches, buses and trolley buses (NUTS2). 13

14 INDIVIDUALISED MOTRISEDTRANSPORT Individualisedmotorisedtransport should enclose the transport performance of passenger cars, vans designed and used primarily for the transport of passengers and powered two-wheelers (motorcycles, mopeds). Please note: From an environmental perspective, all individualized transport should be included. This would then include transport performance of passenger cars registered by rental or leasing companies (all private leasing and company cars). In some countries the transport performance of recreational vehicles (camping cars) might be included. Depending on the information source (vehicle register), taxis should also be included if possible (see also "public transport"). In all cases, clear definitions should be supplied. 14

15 INDIVIDUALISED MOTORISED TRANSPORT private passenger cars and powered twowheelers no legal basis at EU level to collect these data available transport performance 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 WS on Regional Environment Statistics; June, Eurostat 15

16 INDIVIDUALISED MOTORISED TRANSPORT national data (if available) are not or insufficiently harmonized there are 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/military/ public 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(vehicle registry), but their transport performance will be difficult to obtain WS on Regional Environment Statistics; June, Eurostat 16

17 INDIVIDUALISED MOTORISED TRANSPORT the performance figures of powered two-wheelers are even more challenging to get problems of definition: certain countries can only report data (number of vehicles 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 obtain, 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 twowheelers is of course quite low at EU level However, in good-weather countries, the figures may have a certain impact. a NUTS level 2 attribution is quite challenging WS on Regional Environment Statistics; June, Eurostat 17

18 PUBLICTRANSPORT 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 rail transport is increasingly 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. WS on Regional Environment Statistics; June, Eurostat 18

19 PUBLICTRANSPORT 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? When defined as Urban transport, this might be less problematic But then, where is the limit of urban transport? What about the S- Bahn in Germany or the RER (RéseauExpress 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? WS on Regional Environment Statistics; June, Eurostat 19

20 PUBLICTRANSPORT Public transport is local and regional transport by bus, railway, tram, underground/metro, cable cars etc. in regions and urban areas, regardless of the operator (public or private enterprise). Transports by airplanes as well as any longdistancetrips exceeding 50km or one hour journey time - are excluded. Please note: When datasets are available separately, they should be summed up (methodology permitting). Certain country data might comprise taxi transport. This should then be explicitly mentioned. Please specify other thresholds for longdistance trips in use. As data on NUTS level 2 are requested, the geographical dimension is of considerable importance. Countries might attribute data to one NUTS 2 region although the urban public transport network exceeds the borders. This should then be mentioned. 20

21 PARAMETER LISTENERGY Share of renewable energy in final energy consumption Primary energy production by fuel, total Final energy consumption, total of which: coal and lignite of which: by agriculture, forestry, fishing of which: crude oil of which: by all industrial activities of which: natural gas of which: by services of which: nuclear energy of which: by households of which: renewable energy WS on Regional Environment Statistics; June, Eurostat 21

22 Primary energy production & Share of renewable energy in final energy consumption Problem statement: Primary production can be both very local (coal, oil, gas) or very decentralized (solar, wind). In certain cases large production may be offshore (no regional attribution possible). Reporting relies on energy companies which do not operate at NUTS 2 level. Local energy production (coal) may not be reported due to few locations (and therefore confidential). Furthermore, the utility of this information may be questionable. Problem statement: Relevance? Largest renewable categories are hydro power plants. Solar and wind power very decentralized and privatised. The attribution of waste is often problematic. Share of renewable is only relevant at national level (national targets). WS on Regional Environment Statistics; June, Eurostat 22

23 PRE-FILLING FINAL ENERGY CONSUMPTION Methodology for calculation of the estimates for "Final energy consumption_total" : 1. Data for "Final energy consumption" at national level was extracted from Eurobase; 2. Data for "Population" at national level was extracted from Eurobase; 3. A value per capita was calculated based on extracted data : Final energy consumption / population; 4. Data for "Population" at NUTS 2 level was extracted from Eurobase. Missing data was estimated using the national totals and the distribution of the nearest available year; 5. The final value was obtained using the value per capita and the population data : Final energy consumption per capita * Population NUTS2 23

24 FINAL ENERGYCONSUMPTION Final energy consumption is the total energy consumed by end users, such as households, industry and agriculture. It is the energy which reaches the final consumer's door and excludes that which is used by the energy sector itself. 24

25 FINAL ENERGY CONSUMPTION Final energy consumption in the aimed categories is also immediately available at national level. Furthermore, the detailed energy balances provide a fairly high level of detail (indications in 1000 tonnes of oil equivalent) WS on Regional Environment Statistics; June, Eurostat 25

26 FINAL ENERGY CONSUMPTION Similar information (detailed by sector) can be extracted individually for all 27 Member States) (example below refers to Belgium, 2007, all products, expressed in 1000 toe) WS on Regional Environment Statistics; June, Eurostat 26

27 Helpful Background Papers WS on Regional Environment Statistics; June, Eurostat 27