Energy and exergy utilization assessment of the Greek transport sector (original) (raw)
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This work presents an analysis of the different modes of the Turkish transportation sector along the guidelines of the Extended Exergy Accounting (EEA) method. The results refer to year 2006 because that was the most complete and sufficiently disaggregated database available. The evaluation of the transportation sector leads to the calculation of its extended exergetic efficiency (EEA eff ) and requires the inclusion of all commercial and private transportation services (passengers and goods) as well as of all services directly related to transportation (post, cargo, pipeline transport, etc.). The environmental remediation costs (EE Env ) of sectoral solid waste and gas emissions (direct and indirect) are obtained in accordance with the original calculation procedure, without recurring to the conversion of monetary into exergetic costs. The resulting EEA eff of the sector is 0.36, which is rather low (in the EE sense), because of the sector's largely unsustainable structure: fossil-fuelled road transportation widely prevails, which not only destroys a very high percentage of the incoming exergy, but is also affected by quite large CO 2equivalent emissions that demand for a high EE Env.
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In this work, an analysis is being done on the concept of energy and exergy utilization and an application to the residential and industrial sector of Greece. The energy and exergy flows over the period from 1990 to 2004 were taken into consideration. This period was chosen based on the data reliability. The energy and exergy efficiencies are calculated for the residential and industrial sectors and compared to the findings of a previous study concerning the exergy efficiency of the Greek transport sector. The residential energy and exergy efficiencies for the year 2003 were 22.36% and 20.92%, respectively, whereas the industrial energy and exergy efficiencies for the same year were 53.72% and 51.34%, respectively. The analysis of energy and exergy utilization determines the efficiency of the economy as a whole. The results can play an important role in the establishment of efficiency standards of the energy use in various economy sectors. These standards could be utilized by energy policy makers.
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This study aims at examining energy and exergy efficiencies in Turkish transportation sector. Unlike the previous studies, historical data is used to investigate the development of efficiencies of 17 years period from 1988 to 2004. The energy consumption values in tonsof-oil equivalent for eight transport modes of four transportation subsectors of the Turkish transportation sector, including hard coal, lignite, oil, and electricity for railways, oil for seaways and airways, and oil and natural gas for highways, are used. The weighted mean energy and exergy efficiencies are calculated for each mode of transport by multiplying weighting factors with efficiency values of that mode. They are then summed up to calculate the weighted mean overall efficiencies for a particular year. Although the energy and exergy efficiencies in Turkish transport sector are slightly improved from 1988 to 2004, the historical pattern is cyclic. The energy efficieny is found to range from 22.16% (2002) to 22.62% (1998 and 2004) with a mean of 22.4270.14% and exergy efficiency to range from 22.39% (2002) to 22.85% (1998 and 2004) with a mean of 22.6570.15%. Overall energy and exergy efficiencies of the transport sector consist mostly of energy and exergy efficiencies of the highways subsector in percentages varying from 81.5% in 2004 to 91.7% in 2002. The rest of them are consisted of other subsectors such as railways, seaways, and airways. The overall efficiency patterns are basically controlled by the fuel consumption in airways in spite of this subsector’s consisting only a small fraction of total. The major reasons for this are that airways efficiencies and the rate of change in fuel consumption in airways are greater than those of the others. This study shows that airway transportation should be increased to improve the energy and exergy efficiencies of the Turkish transport sectors. However, it should also be noted that no innovations and other advances in transport technologies are included in the calculations. The future studies including such details will certainly help energy analysts and policy makers more than our study.
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The transport sector is responsible for about 37% of total final energy demand in Jordan, and thus it is considered an important driver for determining future national energy needs. This paper presents energy analysis and exergy utilization in the transportation sector of Jordan by considering the sectoral energy and exergy flows for the last two decades. The transportation sector, in Jordan, is a two-mode system, namely, road, which covers almost all domestic passenger and freight transport and airways. The latter is mainly used for international flights. The average estimated overall energy and exergy efficiencies were found as 23.2% and 22.8%, respectively. This simply indicates that there is large potential for improvement and efficiency enhancement. It is believed that the present technique is practical and useful for analyzing sectoral energy and exergy utilization to determine how efficiently energy and exergy are used in the transportation sector. It is also helpful to establish standards, based on exergy, to facilitate applications in different planning processes such as energy planning. A comparison with other countries showed that energy and exergy efficiencies of the Jordanian transport sector are slightly lower than that of Turkey, and higher than those incurred in Malaysia, Saudi Arabia and Norway. Such difference is inevitable due to dissimilar structure of the transport sector in these countries.
Environmental assessment of the Greek transport sector
Energy Policy , 2007
Transport constitutes a crucial factor to the quality of life, since many people depend greatly on access to a reliable transport system. However, there are concerns about the impacts of the transport system on the quality of life, since it constitutes one of the main sources of greenhouse gases and also gives rise to significant air pollution stemming from acidifying pollutants, ozone precursors and particulate matter. During the last decade, the demand for transport services in Greece has rapidly grown following the European trend. Transport policies have recognised the need to restrain transport growth and to improve the various transport modes. Technology and fuel improvements have resulted in decreases of emissions of certain pollutants. Taking into account the major role of road transport in Greece for both passenger and goods transport, this work is focused on the assessment of the Greek transport sector. The changes made in the Greek transport sector during the past decade as well as the adverse environmental impacts of the Greek transport sector are presented and analysed. This work aims to present, assess and investigate the progress of the Greek transport sector—over the past decade—in relation to its sustainability. The scope is to examine the effectiveness of various emission reduction measures, in terms of their effectiveness in reducing emissions from transport.
Efficiency and sustainability indicators for passenger and commodities transportation systems
Ecological Indicators, 2003
Three different energy analysis approaches (energy and embodied energy, exergy and emergy analysis) have been applied to the road and railway systems of a medium size district of central Italy, in order to shed light on the dynamics of the local transport sector and develop a tool for analysis capable of taking the system complexity into account. Road and railway systems, respectively, support passenger flows of 3.57E9 p-km (passengers per km) per year and 0.17E9 p-km per year and commodity flows of 2.5E9 t-km (tonnes per km) per year and 0.35E9 t-km per year, generating a total energy consumption equal to 1.84E5 tonnes of oil equivalent per year. The passenger mass transport on road (buses) shows globally the best performance among the patterns investigated, while railway ranks higher for commodity transport, according to most of the calculated intensity indicators. Several improvement options are also evaluated on the basis of the first-and second-order exergy efficiency. Some of the suggested improvements, even showing high theoretical possibility, do not match the transport needs of the investigated area, as indicated by their huge material and emergy intensities (measures of ecological footprints) even if it cannot be excluded that they may appear more appropriate to nationwide transportation patterns.
Energies, 2023
Transport costs are strongly influenced by fuel prices and fuel consumption in transport, i.e., energy efficiency. The aim of the article is to present the problem of energy efficiency in freight transport with the use of Heavy Duty Vehicles (HDV). The authors presented the factors of energy efficiency in road transport, energy efficiency of the road vehicles, the share of fuel costs in the total costs of transport companies and the relationship between the increase in fuel prices and the increase in transport rates. Research methods include, apart from literature analysis, interviews conducted in Polish transport companies in 2022 and the analysis of data collected by the authors on the transport services market over the last 20 years. The increase in rates over the last 20 years, until 2021, largely coincided with the increase in fuel prices, while in 2022, for the first time in this period, the increase in fuel prices was greater than the increase in rates. However, the prices for transport services increased with the increase in energy consumption costs, not with changes in fuel prices. The cost of energy consumption depends on the efficiency of its use, which is constantly increasing, although to a small extent. Research shows that the efficiency of fuel consumption in high-tonnage transport changes at a rate of 0.8-1% per year while the proportion of fuel costs in Polish transport companies transporting goods by road in the last 20 years oscillates between 29% and 46%. There was also an increase in the freight rates on this market, in most cases by over 30%. Despite this, however, the profitability of some companies deteriorated. A large increase in transport rates, compensating for the increase in fuel prices, applies mainly to transport companies whose strategy is to compete with the quality of services, and when high-value loads are transported, while a small increase in transport rates, which does not compensate for the increase in fuel prices, applies mainly to companies whose strategy is to compete on the price of transport services and when low-value cargo is being transported. The results of research on the market in Poland conducted by the authors of the article agrees with the results and opinions of other authors and researchers from other countries. The authors also agree with the view that the possibilities of increasing the efficiency of energy consumption in road transport by the carriers themselves are limited. The road transport market, especially in Poland, is highly competitive, which results in high efficiency of transport processes. However, this efficiency is largely affected by factors beyond the control of these companies (technological factors, infrastructure and energy sources). It seems that the involvement of the state is necessary. The research carried out by the authors of the article also confirmed the existing relationships between the weight of the transported cargo and energy consumption identified by other authors.
An Application of Energy and Exergy Analysis of Transport Sector of India
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The present article is dedicated for evaluating the transportation sector of India in terms of energetic and exergetic aspects. In this regard, energy and exergy utilization efficiencies during the period 2005-2011 are assessed based on real data obtained from Energy statistics of India. Sectoral energy and exergy analyses are conducted to study the variations of energy and exergy efficiencies, overall energy and exergy efficiencies for the entire sub-sector are found to be in the range of 21.30 to 30.03%. When compared with other neighbouring countries, such as Saudi Arabia, Malaysia and Turkey, the Indian transport sector is the least efficient. Such difference is inevitable due to dissimilar transport structure in these countries. It is expected that that the results of this study will be helpful in developing highly useful and productive planning for future energy policies, especially for the transportation sector. This, in turn, will help achieve the ‘energy-security’ goal of the country.
Energy and exergy analyses of the Nigerian transportation sector from 1980 to 2010
International Journal of Energy and Environmental Engineering, 2012
This paper analyses energy utilisation in the transportation sector of Nigeria using exergy methods. The sector is dominated by the road subsector, with a share ranging from 70.65% in 1990 to 97.51% in the year 2005 and a mean of 88.44%. The road subsector is still the most efficient, with energy efficiency values that range from 9.93% in 1990 to 19.19% in 1986. The corresponding exergy values are 9.28% and 17.93%, respectively. Following the road subsector is the aviation subsector with its least energy consumption share of 0.10% in 2005 and biggest share of 26.25% in 1990. The subsector energy efficiency values range from 0.03% in 2005 to 7.35% in 1990, with corresponding exergy values of 0.026% and 6.87%, respectively. The overall mean energy efficiency in the Nigerian transportation sector for the three decades is 17.11%, while the overall mean exergy efficiency is 15.97%. The road subsector performance has been adversely affected by the massive importation of used vehicles into the country.