Road Transport – Resident Adjustments · Resident units operate road transport not only on the territory but also abroad. Vice versa, road transport by non-residents may happen

Commission européenne, 2920 Luxembourg, LUXEMBOURG - Tel. +352 43011 Office: BECH C2/605 - Tel. direct line +352 4301-30198 (Stephan MOLL) http://epp.eurostat.ec.europa.eu

EUROPEAN COMMISSION EUROSTAT Directorate E: Sectoral and regional statistics Unit E-2: Environmental accounts and climate change

Technical Paper:

Road Transport – Resident Adjustments

version, 04 February 2013

NAMEA Task Force on transport issues

2 | P a g e

Table of content:

1. INTRODUCTION ....................................................................................................... 3

2. CONCEPTUAL FRAMEWORK ................................................................................ 3

2.1. The compilation challenge ................................................................................ 3

2.2. The "Bridging Triangle" .................................................................................... 4

2.3. Road transport (emission) models ..................................................................... 5

3. COUNTRY APPROACHES ("BEST PRACTISES") ................................................ 6

3.1. Belgium ............................................................................................................. 6

3.2. Germany ............................................................................................................ 9

3.3. Netherlands ...................................................................................................... 11

3.4. France .............................................................................................................. 21

3.5. Italy .................................................................................................................. 25

3.6. Luxembourg .................................................................................................... 29

3.7. Portugal ............................................................................................................ 30

3.8. Finland ............................................................................................................. 32

3.9. Norway ............................................................................................................ 34

3.10. Austria ........................................................................................................... 37

3.11. Switzerland ...................................................................................................... 39

ANNEX 1. BRIEFING ROAD TRANSPORT MODELS ........................................... 43

3 | P a g e

1. INTRODUCTION

Like National Accounts, Environmental-Economic Accounts apply the residence principle1. For modules such as Air Emissions Accounts (AEA), Economy-wide Material Flow Accounts (EW-MFA), and Physical Energy Flow Accounts (PEFA) the resident principle implies considerable challenges for their compilers. Often the data sources used in the compilation process are not based on the residence principle. Data adjustments to the residence principle are hence required. Ideally, the adjustments should be done in a harmonised way as much as possible.

The Eurostat NAMEA Task Force on transport related issues met in March and October 2012 to discuss the compilation challenges in detail and to review methods and approaches for resident adjustments in the areas of road, air, and water transport. This paper presents the outcome of the Task Force related to road transport.

The various compilation approaches for resident adjustments in road transport vary significantly across countries. It seems that a unique European approach is not feasible and reasonable. The ways how countries do the resident adjustment for road transport are highly dependent on the availability of auxiliary data, which varies across countries.

The Task Force developed a conceptual framework which structures and formalises the issue (see chapter 2) and establishes a common terminology.

The second important outcome of the Task Force's work is an overview of compilation approaches in the Task Force member countries (see chapter 3). The description of countries' "best practises" is facilitated through the conceptual framework.

2. CONCEPTUAL FRAMEWORK

2.1. The compilation challenge

There are three important data sources most often employed for the compilation of AEA, EW-MFA, and PEFA which do not apply the residence principle:

• Energy statistics (EnerStat/Eurostat): are compiled following a kind of "sales/deliveries-on-the-territory" principle; i.e. energy statistics record the supply and use of energy commodities on the territory (no matter whether the users are resident units or non-residents);

1 In National Accounts the national economy is defined in terms of institutional units. The national

economy consists of all institutional units which are resident in the economic territory of a country – referred to as resident units (ESA95, paragraph 2.04). Thus, the national economy is defined as the total of all resident units. The National Accounts system as well as the various modules of European Environmental Economic Accounts record all flows and stocks related to the resident units of a national economy. Note that economic activities by resident units (and related physical flows) may occur outside the economic territory, most notably transport related activities.

4 | P a g e

• Emission inventories for air pollutants (CLRTAP/EMEP/EEA): are compiled following a kind of "territory"-principle"; i.e. those emissions are recorded which are emitted from the territory (no matter whether by resident units' or non-residents' activities).

• Greenhouse Gas emission inventories (UNFCCC/IPCC): in principle also apply the territory principle, however for road transport related emissions the "fuel-sales/deliveries-on-the-territory principle" is applied (i.e. same as energy statistics).

Energy statistics and both inventories are used to derive prominent indicators which at aggregated level (e.g. national totals) are subject to important policy targets. These policy indicators (e.g. CO2-emissions) will differ from the totals in accounts (such as AEA and PEFA) because of the deviating principles underlying the data compilation. For this reason so-called bridging tables are needed which explicitly present the bridging-items responsible for the differences between the policy indicators on the one hand and the account's national totals on the other.

The bridging-items related to road transport are most significant when it comes to real data. Resident units operate road transport not only on the territory but also abroad. Vice versa, road transport by non-residents may happen quite a lot on the territory, particularly in transit countries. Likewise, resident units fuel their road vehicles on the territory or abroad. And, non-resident may fuel their road vehicles on the territory.

Quantifying these bridging items is a particular challenge for the compilers of accounts (AEA, PEFA, EW-MFA). First, it requires a clear understanding and a precise definition of the bridging items.

The following section introduces the possible bridging items in relation to road transport.

2.2. The "Bridging Triangle"

There are three main principles at stake:

Residence principle (R): emissions/energy use by resident units; the principle required by national and environmental-economic accounts; e.g. business registers are based on residence principle; also road-vehicle-registers (at least the number and characteristics of vehicles) should widely coincide with the resident principle.

Territory principle (T): emissions/energy use on the territory; applied e.g. in CLRTAP/EMEP/EEA emission inventories of air pollutants, or e.g. in certain transport statistics recording mileages and transport performance.

Fuel-sales/deliveries-on-the-territory principle (S): fuels sold on the territory to resident units and non-residents; greenhouse gas emissions are also derived from fuel sales/deliveries on the territory.

5 | P a g e

Figure 1 presents a triangle made up by the three principles and the various bridging items linking from one to another principle.

Figure 1: Bridging items between "residence principle (R)", " territory principle (T)", and " fuel-sales-on-the-territory principle (S)"

from (S) to (R):

If one wants to bridge from e.g. energy statistics (S) to environmental accounts (R) one has to add fuels purchased by resident units abroad and deduct fuel purchased by non-residents on the territory in order to arrive at the residence principle.

from (T) to (R):

If one wants to bridge from e.g. CLRTAP/EMEP/EEA inventory data (T) one has to add emissions/fuel use by residents abroad and deduct emissions/fuel use by non-residents on the territory in order to arrive at the residence principle (R).

from (S) to (T):

In certain cases it may be necessary to align CLRTAP/EMEP/EEA inventory data (T) with energy statistics (S). In order to bridge e.g. from energy statistics ("fuels-sales-on-the-territory principle") to CLRTAP/EMEP/EEA inventory data one has to add fuel purchased abroad for journeys on the territory by residents and non-residents; and, one has to deduct fuel purchased on the territory for journey abroad by residents and non-residents.

2.3. Road transport (emission) models

In some countries road transport models are available and used to calculate emissions from road transport for the emission inventories (probably both CLRTAP/EMEP/EEA and UNFCCC/IPCC).

6 | P a g e

COPERT 4 is an internationally standardised methodology to calculate/estimate emissions from road transport. The methodology is fully consistent with the Road Transport chapter of the EMEP/EEA air pollutant emission inventory guidebook (formerly called the EMEP CORINAIR emission inventory guidebook) developed by the UNECE Task Force on Emissions Inventories and Projections.

Two generic model types are described in the EMEP/EEA air pollutant emission inventory guidebook to calculate emissions:

• Fuel use is multiplied with fuel-specific emission factors, in a breakdown by fuel type and vehicle category.

• Mileage is multiplied with technology-specific emission factors in a breakdown by vehicle category and technology.

See Annex 1 for more detailed information.

Discussions in the Task Force concluded that road transport emission models are not standardised across countries and that bridging from the national road transport emission model towards residence principle may be different in each country.

3. COUNTRY APPROACHES (" BEST PRACTISES")

This chapter presents best practises in a number of countries (kindly provided by Task Force members).

3.1. Belgium

3.1.1. Main players

What Institution

Greenhouse Gas Inventories (GHG/UNFCCC/IPCC)

The three Belgian regions each build their own territorial inventory. The institutions involved are:

Brussels-Capital: BIM-IBGE, Brussels Instituut voor Milieubeheer – Institut Bruxellois pour la Gestion de l’Environnement

Flanders: VMM, Vlaamse MilieuMaatschappij

Wallonia: DGARNE, Direction-Générale Agriculture, Ressources Naturelles et Environnement

The three territorial inventories are joined together to form the Belgian GHG inventory by IRCEL-CELINE (InterRegionale CEl Leefmilieu – CELlule INterrégionale de l’Environnement), after which the Belgian inventory is transferred to the National Climate Commission.

EMEP/EEA inventories (CLRTAP)

The three Belgian regions each build their own territorial inventory. The institutions involved are:

Brussels-Capital: BIM-IBGE, Brussels Instituut voor

7 | P a g e

Milieubeheer – Institut Bruxellois pour la Gestion de l’Environnement



The three territorial inventories are joined together to form the Belgian EMEP/EEA inventory by IRCEL-CELINE (InterRegionale CEl Leefmilieu – CELlule INterrégionale de l’Environnement.

Energy statistics The three Belgian regions each build their own energy balance. The institutions involved are:

Brussels-Capital and Wallonia: ICEDD (Institut de Conseil et d’Etudes en Développement Durable)

Flanders: VITO (Vlaamse Instelling voor Technologisch Onderzoek)

On the national level energy statistics are gathered for the five obligatory Eurostat questionnaires on energy, and a national energy balance is built.

The regional energy balances show energy used, whereas the national energy balance shows energy sold (sold should be understood as put onto the market, sold from wholesale distributors to retail distributors – it does not show the amount sold to final users).

Vehicle register The Belgian vehicle register is managed by the DIV (Directie Inschrijving van Voertuigen), which is part of the Federal Public Service for Mobility and Transport. The three regions make use of this vehicle register in their road vehicle fleet models. However, at this moment the allocation of the vehicles in the vehicle register is not done in a uniform way. Cooperation among the regions is to solve this problem.

Road vehicle fleet modelling

Each region has its own vehicle fleet model based on COPERT. The institutions involved are:

Brussels-Capital: BIM-IBGE, Brussels Instituut voor Milieubeheer – Institut Bruxellois pour la Gestion de l’Environnement



The Mimosa-model used by Flanders is a COPERT-model, to which geographical elements have been added based on traffic counts on particular roads.

A fourth version of the COPERT model is used by IRCEL-CELINE in order to calculate emissions on the basis of fuel sold instead of fuel used. The latter is the case in the regional models. Fuel use in the Flemish Mimosa-model corresponds with fuel use for road transport in the Flemish energy balance. This is not the case, however, for Wallonia and Brussels-Capital. The values on fuel use for road transport in the energy balance of these two regions do not correspond to the values calculated on the basis of the COPERT models.

8 | P a g e

3.1.2. Brief description of your country approach for "road transport – resident adjustment" (compilation steps, referring to "triangle" terminology)

With respect to the “triangle” (see section 2.2, Figure 1) the Belgian method starts from data situated in angle T (fuel use on the territory). Then (3) and (4) are estimated in order to obtain the result in angle R (fuel use by resident units). This is achieved on the basis of a vehicle kilometre balance constructed by the Federal Public Service for Mobility and Transport. A comprehensive explanation of the method can be found in:

G. Vandille (2012), 2005 Economy-Wide Material Flow Accounts for Belgium, Report to Eurostat, Federal Planning Bureau, Belgium.

3.1.3. Description of main statistical sources (URLs) and what they exactly contribute/provide to your country approach?

Federal Public Service Mobility and transport, "Opmeting van de in 20** Jaarlijks afgelegde kilometers": the vehicle kilometer balance by vehicle type.

Federal Public Service Mobility and transport, "Verkeerstellingen 20**": data to calculate vehicle kilometre balance for the years in which balance is not available from primary source.

3.1.4. Characteristics of road-vehicle model (if applied in your country; e.g. dimensions of your model such as vehicle type, EURO norm class, vehicle age, engine type etc.)

The Walloon and the Brussels COPERT models have the following three dimensions:

• Sector (type of vehicle): passenger cars, LDV, HDV etc.

• Sub-sector: engine fuel and size: gasoline

9 | P a g e

3.2. Germany

3.2.1. Who are the main players in your country?(Institution involved in e.g. national road vehicle fleet modelling, doing the emission inventories, doing the energy statistics, doing the vehicle register, others such as e.g. ministries etc.)

There are mainly six institutions aside from Destatis (Federal Statistical Office) which are collecting and generating data which can be used for road traffic data regards performance, energy use, and emissions:

Institution Activity

Bundesamt für Wirtschaft und Ausfuhrkontrolle (BAFA)

Official Statistics on petroleum products

AGEB – Arbeitsgemeinschaft Energiebilanzen

(National Working Group on Energy Balances)

Collecting and publishing data for imports and domestic production of crude oil, refinery output, and sales/deliveries on the territory (with a breakdown into certain consumption categories).

Compilation of annual energy balances for Germany regards road transport on the basis of BAFA figures on “sales/deliveries on the territory” (S)

IFEU – Heidelberg;

Private research institution elaborating TREMOD (TRansport EMission MODel) for national EPA

The IFEU generates on the basis of KBA inventory and various other sources annual performance and emission data for all obligatory air emission types by detailed car vehicle types (S and T)

DIW – Deutsches Institut für Wirtschaft

(German institute for the economy)

Compilation of annual figures on transport performance (vehicle-km) and fuel consumption of resident units' vehicles (specified for 8 different types of vehicles) on basis of the vehicle register hold by KBA (R –performance)

KBA – Kraftfahrtbundesamt

(National register for the vehicle fleet; Statistics on freight transport)

The KBA keeps the national register for all road vehicles divided by types of vehicles (8 categories), types of owners (economic classification), emission types, etc. KBA is also responsible for the statistics on freight transport (> 3,5 t net load)

Umweltbundesamt – UBA

(national Environmental Protection Agency)

Kyoto-Reporting and CLRTAP reporting regards traffic on the basis of TREMOD and energy balance (S and T)


All information sources described above under question 1 are used in an integrated way. Destatis annually acquires German detailed vehicle fleet data from KBA and merges this information source with TREMOD and DIW data. DIW reference values for the resident units' performance and fuel consumption (R) are used in order to generate resident units' values by

10 | P a g e

economic sectors and private households. Data on freight transport performance (tkm) of resident units abroad and for non-residents on the national territory (KBA) are extensively used to determine fuel consumption according the resident principle (R) and the territory principle (T)for freight transport. The bridging items in passenger transport (cars) is estimated separately by analysing price gaps between Germany and bordering countries and in conjunction with the determination of bridging items in freight transport. Finally the bridging items are calculated in a joint exercise: the balance of fuel consumption of residents and non-residents on the territory (T) and the fuel sales/deliveries on the territory (S) are allocated to vehicle types and residents and non-residents by using calculation results and plausibility checks. These plausibility checks are based on ratios of figures on fuel sales and fuel use on the national territory and abroad both for residents and for non-residents.


Kraftfahrtbundesamt (KBA) :

- mileage and transport performance in freight transport (> 3,5 t net load) for resident units (by 18 industries and separated to own account transport and transport as a main activity) and non-residents (via data transfer): basis for the calculation of fuel consumption according the territory principle (T); basis for the breakdown into industries.

- stocks of passenger cars by fuel type and cubic capacity: basis for the calculation of mileages and the allocation of fuel consumption to business and private cars.

- stocks of other vehicles by registered owners: basis for the industry breakdown of fuel consumption.

Deutsches Institut für Wirtschaftsforschung (DIW):

- reference values for mileage and fuel consumption by vehicle categories of resident units (R)

- additional figures for Light duty vehicles (LDV)

Surveys on mobility of private households

(Mobilität in Deutschland, KONTIV):

- mileage of private household with cars (total and by seize of the vehicle)

11 | P a g e


TREMOD, which is used by Destatis (see above), has the following parameters:

• Vehicle types (more than 10);

• Euro norms (1-5 and additionally old-timers, cars from former Eastern Germany etc.);

• Vehicle age (date of first registration);

• Engine type and fuel type used;

• Performance by cars (km per car and year);

• Emissions of more than 20 types of air emission types by cars.

Passenger cars:

Breakdown into private households and business cars: 6 classes of cubic capacity and 4 fuel types

Breakdown into industries: First: breakdown to 18 registered keepers; second: further disaggregation on the basis of output figures (with modifications) from SUT

Separate calculation for LDV

A detailed description of the model is available in a project report:

https://www.destatis.de/EN/Publications/Specialized/EnvironmentalEconomicAccounting/transport5859004109004.pdf?__blob=publicationFile

3.3. Netherlands


Base Vehicle Register (by RDW):

The Dutch national road traffic agency, the Rijksdienst voor het Wegverkeer (RDW) is an executive agency under the responsibility of the Ministry of Infrastructure and Environment (DG for Public Works and Water Management - RDW) on behalf of the Dutch government. The RDW is the Dutch admission authority for in principle all vehicles to be found in the

12 | P a g e

Netherlands like passenger cars, vans, trucks, motorcycles, mopeds, scooters, etc. RDW checks and assures whether the required safety and environmental aspects do meet the standards. RDW is in charge of the stringent safety and environmental inspections that cars undergo before they were allowed on the road.

The RDW manages and takes care of the basic registration vehicles in the Netherlands. The RDW registers the data of vehicles, their owners and the documents issued such as license plate and driver's licenses. These contain vehicle registration data and the data of the owner / operator. The RDW also provides relevant information to the similar authorities at home and abroad. In principle, when a cars stays registered in the country the RDW tracks and monitors the vehicles from the time of development to the demolition, both technically and administratively. When vehicles are allowed on the road and got a registration and plates it periodically monitors the vehicles. This is done via the annual APK test2. Dutch garages do these APK inspections, RDW checks if it is done right by the garages. APK test road vehicles for environmental aspects, such as the emission of polluting substances. Government organisations like for statistical purpose and in some cases companies make use of this register.

The National Car Pass provisioning vehicle odometer readings:

The Foundation National Carpas (‘Stichting Nationale Autopas’ or ‘the National Car Passport Foundation’, NAP) regularly receives odometer readings of Dutch vehicles and compiles a database. Badges from the registration of the RDW are enriched with mileage and associated registration dates from the NAP database. Based on the differences between odometer readings of two consecutive contacts (i.e. with garages), mileage can be calculated for the period between the reference dates calculated. From its database, the average yearly mileages (‘Dutch vehicles’ / vehicles operated by Dutch residents) can be derived per year of construction and fuel type. The data (base) include kilometres abroad. The annual mileages are calculated for all vehicles. These are used for the annual mileages to estimate the traffic performance of different types of categories of vehicle. Furthermore Stichting Nationale Auto Pas (NAP) prevents and combats odometer fraud and clarifies the odometer before you buy a used car. Since 1991 NAP Foundation collects the odometer readings of almost all motor vehicles in the Netherlands. Thus, virtually every car, van, truck, and motorcycle the history of a vehicle in mileage is known. It is envisaged that the RDW from 1 January 2012 onwards takes over the registration of mileage tracking and database of NAP, the Foundation 'National Autopas'.

2 APK (Algemene Periodieke Keuring), is the General Periodic inspection (MOT), a European legal

mandatory inspection on promoting road safety and protecting the environment. In the Netherlands, the inspection requirement is set out in the Road Traffic Act 1994 (Wegenverkeerswet 1994) and derived schemes. According to these regulations each car, commercial vehicle, tricycle or trailer with a maximum authorized mass of over 3,500 kg, should annually or every two years be tested for approval. APK is alike the MOT test in the UK, MOT referring to ‘The Ministry of Transport test (usually abbreviated to MOT test) is an annual test of automobile safety, roadworthiness aspects and exhaust emissions required for most vehicles over three years old used on public roads in the United Kingdom.

13 | P a g e

The procedure will be that RDW takes a car mileage when recording vehicles in commercial fleets, when changing ascription and in significant maintenance and repairs. RDW also aims to tackle mileages fraud.

Statistics of transport (Statistics Netherlands):

The two registers mentioned above are used for production of statistics (CBS) in direct or indirect manner and later on for producing accounts. The existing NAP register functions already and later on the combined vehicle (RDW) and mileage register (NAP / RDW) will function as an important source for production of several statistics, particular in the area of transportation and traffic. The vehicle register is the basis for statistics on the size and characteristics (i.e. standard fuel use) of the car fleet by vehicle type including sales and export or either disposal. In previous years a sample was taken from the mileage register and the results were enlarged to get national figures. Recently the statistical office gets the full set of the mileage register and in conjunction with the car fleet register, all kinds of output is generated. As a result CBS publishes figures on traffic performance (distances covered) for different motor vehicles. This has distinction between performance at the territory and abroad by residential vehicles as well as ‘foreign vehicles’ at the Dutch territory (see: Klein et al, 2012).

The data regarding average annual number of kilometres of road traffic (to be combined with fleet size by vehicle type in order to derive total vehicle mileage by vehicle type) is partly derived from another data source. For lorries and road tractors from 1990-1993 and buses from 1990-1997, data have been derived from the Bedrijfs Voertuigen Enquête (Commercial vehicle survey)3 (CBS, JJJJ). The vehicle kilometre data for lorries and road tractors from 1994-2000 have been extrapolated by means of economical growth data for the transport sector and interpolated with the more recent date from NAP / RDW databases.

For road transport, transportation (and traffic) statistics provide information on kilometres driven by specific vehicle type. With information on specific fuel use4, like energy use per vehicle kilometre, the fuel use can be calculated. These traffic statistics in the Netherlands are based upon the before mentioned register information (odometer readings). This means it provides information on resident units which directly can be used to estimate the total fuel use. Traffic statistics provide information both on the total kilometres driven by: 1. residents abroad and 2. kilometres driven in the Netherlands by non residents.

Energy statistics / Energy balance (Statistics Netherlands and others):

The energy balances (EB) functions as the main data source for compilation of energy accounts (EA) and related Air Emission Accounts (AEA). The energy balance provides an overview of energy flows in the Netherlands and

3 Netherlands Business Travel Survey / Business Travel Monitor (BTM).

4 Based upon a kind of ‘standardised figure’ of the manufacturer under ‘standardised conditions’ which may well require upward adjustment to get actual specific fuel use.

14 | P a g e

is compiled by Statistics Netherlands. This consists of 1. the indigenous production (extraction), imports and exports and stock changes, and 2. of energy consumption. Also energy transformations like in production of electricity from natural gas are covered. Energy balance sheets describe the supply and the type of consumption of energy commodities, but also the energy consumption by industry. The Dutch energy balance sheet is only compiled at the national aggregated level. There is no regional breakdown.

The main parameter in the EB is the consumption balance, computed at two levels, at micro level (i.e. for companies and based on survey data) and at macro level. Energy consumption is a net use concept as it equals total final energy consumption (for energetic and non energetic purposes) plus net energy transformation (i.e. energy losses occurring during energy transformation). The Dutch EB covers all energy commodities in the Netherlands. Renewable energies are also included and since a few years have a break down by source including solar energy, water power, biofuels etc.

Statistics on Air emission by road transport via bottom-up modelling of traffic performance:

Road traffic is defined as all motorised vehicles that are licensed and which travel on the public roads. Road traffic comprises, among other things, passenger cars, light duty vehicles, lorries, road tractors, buses, special vehicles (such as fire trucks and refuse trucks), motorcycles and mopeds. The emissions from road traffic are part of both the actual emissions and the IPCC and NEC emissions. Calculation of the actual and NEC emissions takes place using the same methodology, namely based on vehicle kilometres. The national vehicle fleet is modelled, based on the data from the vehicle register with several details, like type, age, fuel type, etc. and put in a kind of fleet model. Secondly it is combined with the mileage of the cars, based upon the odometer register (either NAP or RDW) and in detail performance measured in vehicle kilometres by type of vehicle and fuel type is calculated / modelled. Combined with detailed emission factors, as for fuel type and ‘vehicle type’ & (combustion technology) emissions of numerous substances can be derived5. The methodology applied in the Netherlands has many commonalities with the COPERT approach. It may be a bit more based on actual data from existing registers with a number of government bodies.

The calculation of the IPCC emissions deviates a bit from this standardised calculation described here as it is based on the sales of motor fuels. For more information on this topic, see chapter 1 (Introduction) and chapter 9 (IPCC method). In ‘Methods for calculating the emissions of transport in the Netherlands, April 2012’6, the subsequent methods used are explained. The methods and accompanying tables are both publicly available.

5 Vehicle type here is 1.manufacturer + 2.model + 3.motor type of the vehicle.

6 Particularly look after road ch.1 Road traffic and ch.9. IPCC method.

15 | P a g e

Road traffic is one of the most important sources of air emissions at the Dutch territory therefore significant effort is dedicated to the assessment of emissions. Three categories of emissions are distinguished, that is ‘actual emissions’, ‘NEC-emissions’, ‘IPCC-emissions’. The collection of data and compilation of the air emission statistics for fuel use and emissions from road transport are done by Statistics Netherlands with support of other institutes that cooperate in the PRTR. For example TNO provide data on emission factors from road vehicles.

Several additional data sources have been used to correct for the resident principle for the different transport modes.

One is the Research on Movements in the Netherlands (Onderzoek Verplaatsingen in Nederland, OViN). The aim of the study movements or ‘displacements’ in the Netherlands (OViN) maps how and when the Dutch population participates in traffic. This information is important in the development of traffic and transport policy. In this research, people are asked for a day to track where they go that day, by what means of transport (e.g. cycling, car or train), about destination of the journey, time of departure and arrival, and the distance. This information enables to calculate the mobility by persons in the Netherlands.

The Netherlands Pollutant Release & Transfer Register (PRTR):

In the Netherlands a number of organisations work together in compilation activities for the pollutant register (PRTR). This register is established since 1974. The PRTR populating activities comprise collection and the formal establishment of the yearly releases of pollutants to air, water, and soil in the Netherlands. Results of the PRTR activities and the data serve are used for several environmental reporting’s to international organisations like the EU and UN, e.g. it serves the National Inventory Report (NIR) for the Kyoto Protocol, the GHG, EMEP / EEA inventories and NEC - reporting’s. It can also be used to support environmental policymaking and evaluation.

The collecting and processing procedure for national emissions per emission source is done according to explicit and agreed protocol. Experts from the participating organisations in so-called ‘Task Forces’ calculate the national emissions out of over 1000 emission sources on the basis of these protocols. Also for transportation a Task force exists that covers emissions from transportation including road transport7.

Calculation / assessment of emissions factors in transport:

Road vehicles today still are predominantly equipped with a combustion engine with the use of petrol, diesel, and LPG. During the conversion process a substantial number of substances are emitted. Moreover, evaporation of motor fuels and coolants, the wear of brakes, tyres and the

7 The following organisations are represented in this task force: Netherlands Environmental Assessment

Agency, and the Environment (RIVM), Netherlands Environmental Assessment Agency (PBL), Statistics Netherlands (CBS), Centre for Water Management, Deltares and the Netherlands Organisation for Applied Scientific Research (TNO).

16 | P a g e

road surface, and the leakage and consumption of motor oil contribute to emissions. For both the calculations of ‘actual emissions’ and ‘NEC emissions’ at the territory, a specific calculation method is applied, that vary depending on the substance.

For combustion emissions (via the exhaust):

• Sulphur dioxide, carbon dioxide, and heavy metals (including lead). Emissions depend on fuel consumption and fuel type. Emission factors (grams per litre of fuel) consumed is based upon content of sulphur, carbon and heavy metals in the fuel;

• Carbon monoxide (CO), volatile organic compounds (VOC), nitrogen oxides (NOx), nitrous oxide (N20), ammonia (NH3) and particulate matter (PM10). These emissions depend primarily on fuel type, but also engine technology and exhaust gas after treatment technology and driving behaviour. For calculating emissions vehicle kilometres are multiplied by emission factors (gram per vehicle kilometre). Since 2006 the emission factors are calculated with the empirical emissions model VERSIT+ 8. VERSIT deals with road type and warm / cold situations, it also distinguished light duty vehicles including passenger cars and vans and heavy duty vehicles including lorries, road tractors and buses. For the latter also European measurement data were used. For determination of emission factors also the PHEM model is used which has been developed by the Graz University of Technology. The input is, just as for VERSIT+ model, based on speed-time diagrams which make the model suitable for predictions in varying traffic situations. For the PRTR, emission factors per vehicle class are calculated, specifically for the Dutch situation.

• VOC components. These components comprise a large group of divergent substances. Therefore even so-called VOC profiles were used, to obtain the composition of the VOC according to substance groups (e.g. aromatics, alkanes) and chemical substances.

Next to combustion emissions, evaporative emissions are relevant (generated from the fuel system of petrol vehicles). VOC emissions caused by evaporation are calculated by multiplying the number of vehicles with emission factors expressed in grams per vehicle per day. The emission factor depends on the year of manufacturing of the vehicle because of tightening regulations for evaporation from vehicles.

Also emissions occur from wear processes as PM10 emissions caused by the wear of tyres, brakes and the road surface. Calculation takes place by multiplying particle matter emission per tyre per vehicle kilometre with number of tyres per vehicle and vehicle kilometres per vehicle category.

8 VERSIT+ is VERkeers SITuatie Model Plus, meaning traffic situation model plus. VERSIT+ is the

Traffic situation model, used by TNO Environmental Studies and Testing (TNO EST) since 2005 for calculation of the basic emission factors from the emission measurements database. With VERSIT+ exact emission factors can be calculated for different traffic situations and scale levels. The emission factors follow from analysis fed by measuring data (Klein, et al.).

17 | P a g e

Emissions of heavy metals and PAHs too are caused by the wear of tyres, brakes and the road surface. Calculation uses ‘profiles’ that describe content of heavy metals and PAHs in total particulate matter emission.

Finally some other emissions are assessed as those that originate from leakage, or combustion of engine oil (Klein et al., 2012).

For calculation of the SEEA-type emissions or ‘resident based emissions’ emissions factors are calculated as follows. The emission factors are based upon ‘average emission factors’ calculated for the assessment of the territory emissions, meaning ‘actual’ or NEC – emissions as is described in brief above. Average emission factors here means predominantly average emissions by kilogram of fuel use with only few exceptions. For the exceptions Emission factors with average emissions per vehicle kilometres are used (i.e. for PM10).


First exercise is that we start from the calculations of fuel used for road transport at the territory. This is based on fuel use per vehicle kilometre for the mileage at the territory of the sum two categories: 1.Vehicle mileage at Dutch territory by Dutch residents and 2.Vehicle mileage at Dutch territory by non-residents. The resulting fuel use combined with emission factors, result in actual emissions and NEC emissions (both from combustion and a little from ‘process emissions’ and for the several substances). These exercises provide aggregates at the territory for fuel use and for ‘actual’ emissions. This is compiled for each vehicle type.

Secondly, a kind of similar exercise is done for fuel use and resulting emissions by vehicle type based upon the performance in vehicle kilometres of residents outside the Dutch territory.

Thirdly, a similar exercise is done for fuel use and resulting emissions by vehicle type based upon the performance in vehicle kilometres of non-residents at the Dutch territory.

From these three, above mentioned exercises the different required aggregates can be derived. Meaning:

1. Start from fuel use and actual emissions at the territory by residents and non-residents (exercise 1, based upon inventory data and processing);

2. Add to that the fuel use and emissions caused by transportation activities by residents (both private and business) abroad;

3. Less fuel use and emissions caused by transportation activities by non-residents (both private and business) at the Dutch territory;

18 | P a g e

4. The result is the fuel use and emissions caused by transportation activities by Dutch residents (both private and business) at the Dutch territory and outside the Dutch territory.

Connection AEA with Energy Accounts / Energy balances and National Accounts

Compilation activities for Air Emission Accounts (AEA) and compilation of Energy Accounts (EA or PEFA) (i.e. based on Energy Balance data) and National Accounts (NA) are tuned to one another for the fuel used by the different transport modes. The fuel use by the different aggregates as described above is used in the Energy Accounts tables. Use of non residents is recorded in a separate column as part of export. While the use by residents abroad is recorded in a separate column as 'import'. For example the column for bunkering in the use table is adjusted and in the end only records bunkering to non residents (being part of exports). Finally, several iterative checks are done between AEA and EA such as that supply should equal use and that also the input-output identity holds for different industries and the economy as a whole. Eventual differences on exports are corrected (Schenau, 2012).

Also the EA and NA requires substantial tuning for the different fuels as import and export of energy products is treated differently in EB and national accounts. In particular the so called customs entrepot requires attention and adjustments. The EB records all energy commodities that enter or leave the national territory. This also includes energy products that enter the customs entrepot. For the Netherlands this is a major flow. In Rotterdam, among the largest harbours in Europe, big part of the imports is re-exported again. In the national accounts the goods that enter and leave the customs entrepot (products in transit through the economic territory) are excluded from the international trade statistics, as the customs entrepot is considered not to be part of the national economy. Accordingly, the physical import / export data from the EB have to be corrected to make them correspond to national accounts definitions. Finally for the EA corrected imports and exports were added to the physical supply and use tables. Tuning between EA (or PEFA and AEA) and NA is also required for each fuel type, while for AEA also the transport mode / technology is needed.

The allocation of supply and use of fuels to the different industries and to households will be treated later on. In the energy flow accounts (PEFA) and the Air Emission Accounts (AEA), the figures showing details for economic activities and households, strictly follow the principles of NACE / ISIC. Therefore in the compilation several steps are required to obtain supply and use tables that are disaggregated to around 70 to 130 industries and to households.


First consider answer to 1st question.

19 | P a g e

Secondly, a large number of sources is employed of which the main sources are listed below:

• Vehicle fleet register, Dutch national road traffic agency (Rijksdienst voor het Wegverkeer): http://www.rdw.nl/nl/particulier/Pages/default.aspx

• The Foundation National Carpas (‘Stichting Nationale Autopas’): http://www.autopas.nl/

• Methods for calculating the emissions of transport in the Netherlands (= at Dutch territory; 2012): http://www.cbs.nl/en-GB/menu/themas/natuur-milieu/methoden/dataverzameling/overige-dataverzameling/2012-methoden-voor-de-berekening-van-de-emissie-door-mobiele-bronnen-pub.htm

Background Report: http://www.cbs.nl/NR/rdonlyres/9A0C736D-CA72-4F5E-968B-6C79B5A7FC62/0/MethodenrapportVerkeer2012ENG.pdf

• Information on traffic performance with time series (1990 to 2011) for vehicle kilometres. This is made for various vehicles as for: passenger cars, vans, tractors, trucks and buses. The links refer to tables that include mileage on the Dutch roads by Dutch resident and foreign vehicles and kilometres travelled by Dutch vehicles, in the Netherlands (territory) and abroad. Per type of vehicle, data includes age, weight and fuel type by Statistics Netherlands (CBS): http://www.cbs.nl/NR/rdonlyres/602DD1DD-31CF-494E-86C7-6ED2AD193853/0/2012verkeersprestatiesart.pdf

• The Netherlands Pollutant Release & Transfer Register (PRTR) collects and establishes the reporting’s on yearly releases of pollutants in the Netherlands: http://www.emissieregistratie.nl/ERPUBLIEK/bumper.en.aspx) http://www.emissieregistratie.nl/erpubliek/content/explanation.en.aspx#taakgroepen http://www.emissieregistratie.nl/erpubliek/misc/link.en.aspx http://www.emissieregistratie.nl/erpubliek/erpub/broeikasgassen.en.aspx http://www.emissieregistratie.nl/ERPUBLIEK/misc/documenten.aspx http://www.emissieregistratie.nl/erpubliek/misc/Documenten.aspx\ROOT\Air\Transport

• Environmental accounts of the Netherlands: Greenhouse gas emissions by Dutch economic activities. Greenhouse gas emissions according to different frameworks: http://www.cbs.nl/NR/rdonlyres/BC7B85C6-1E78-4A22-9DC6-613E3E0A28EF/0/2012environmentalaccountsgreenhousegasemissionspub.pdf

20 | P a g e

• Environmental accounts of the Netherlands 2011 (Nov 2012) (in English): http://www.cbs.nl/nl-NL/menu/themas/natuur-milieu/publicaties/milieurekeningen/publicaties/archief/2012/2012-environmental-accounts-of-the-netherlands-2011-pub.htm http://www.cbs.nl/NR/rdonlyres/3F5F2C12-CB59-4C59-AE1A-FD46AF6D4DAD/0/2011c174pub.pdf

• More in general: Some pieces with background and method for compilation techniques for Dutch Environmental Accounts: http://www.cbs.nl/nl-NL/menu/themas/natuur-milieu/publicaties/milieurekeningen/methoden/archief/2010/default.htm

• National Compendium for the environment (only in Dutch) with numerous indicators. CBS, Den Haag; PBL, Den Haag/Bilthoven and Wageningen UR, Wageningen. http://www.compendiumvoordeleefomgeving.nl/


Question is already answered in detail above in this document.

Compilation procedure can be summarised as follows.

Road transport fuel use and related emissions are estimated in few steps:

1. First step is calculation of (1) ‘traffic activities’, (2) fuel use and (3) emissions at the territory with a COPERT like car fleet model. In principle calculations are done made of the performance of the car fleet that is largely based on observed data derived from existing registers. In here the car fleet in which is determined the vehicle types, engine types, weight of vehicle, fuel type, standardised fuel use of engine and emission standard (EURO-X), etc. This model ‘monitors’ the car fleet in detail. It has time series for traffic performance i.e. by road category (i.e. for emissions calculations) and for the required aggregates (Dutch vehicle, Dutch territory and for foreign vehicles at Dutch territory). Emission factors are assessed in detail with use of international data and updated as new measurement information becomes available. This data is compiled for national inventory reporting’s (NIRs as for NEC and IPCC even reporting). For Background, look after Report: http://www.cbs.nl/NR/rdonlyres/9A0C736D-CA72-4F5E-968B-6C79B5A7FC62/0/MethodenrapportVerkeer2012ENG.pdf and look after tables: http://www.cbs.nl/NR/rdonlyres/B5508702-CFFA-4BF4-854D-A198B4809CC2/0/MethVerkeertabellen2012ENG.xls

21 | P a g e

2. The second step is to get from the territory based calculations to the SEEA-type calculations that will represent environmental pressure from Dutch economic activities. This means that for the different transport modes and for the different road vehicles assessments are produced for (1) ‘traffic activities’, (2) fuel use and (3) emissions that represent Dutch economic activities. In here also the findings and figures in the Air Emission Accounts (AEA) compilation are tuned to Energy Accounts (EA / PEFA) and National Accounts (NA), particularly for fuel use.

3. Thirdly the ‘bridging’ between the different aggregates (territory, Dutch economy, IPCC-like) is taken care of in order to establish and guarantee consistent system and data along the different compilation exercises either accounts based or else.

The methodologies, data and metadata can be found as described earlier and in general also under: http://www.cbs.nl/nl-NL/menu/themas/natuur-milieu/publicaties/milieurekeningen/default.htm

References (Netherlands):

• CBS (JJJJ), several years. BedrijfsVoertuigenEnquête (Commercial vehicle survey). The own-ership and use of Commercial vehicles (lorries, trucks and vans), CBS, Voorburg/Heerlen. Dis-continued.

• Klein, J, G.Geilenkirchen, J.Hulskotte, A.Hensema, P.Fortuin and HMolnar in ‘t Veld , (2012). Methods for calculating the emissions of transport in the Netherlands. Task Force on Transpor-tation of the Dutch Pollutant Release and Transfer Register. April 2012. CBS (Transport Statis-tics & Environmental statitics), PBL- Netherlands Environmental Assessment, TNO, DG for Public Works and Water Management-DVS.

• Schenau, S. (2012). Compilation of physical energy flow accounts (PEFA) for the Netherlands. Final report. Project and report commissioned by the European Union. Project of Directorate E, Eurostat, European Commission, Grant Agreement Number 50904.2011.005-2011.299. Statis-tics Netherlands, Division National accounts. P.O.Box 24500, The Hague, The Netherlands.

3.4. France


GHG, EMEP/EEA inventories: Citepa (French interprofessional technical centre of air pollution studies); Citepa also carries out Air Emissins

22 | P a g e

Accounts following recommendations provided by the SOeS/SDIE: statistical service of the ministry of ecology, sustainable development and energy / department in charge of environmental statistics and accounts.

http://www.citepa.org/en/

Energy statistics: statistical service of the ministry of ecology, sustainable development and energy (SOeS/SDSE: department in charge of energy statistics);

http://www.statistiques.developpement-durable.gouv.fr/energie-climat/966.html

Vehicle register: statistical service of the ministry of ecology, sustainable development and energy (SOeS/SDST: department in charge of transport statistics);

http://www.statistiques.developpement-durable.gouv.fr/transports/873.html


Heavy Duty Vehicles:

(item 3)9 Non-residents on territory: The road traffic balance sheet (CCTN10) enables to split between French and foreign heavy duty vehicles in terms of vehicle-kilometres. Energy consumption and air emissions by non-residents' trucks are calculated assuming that fuels consumption and related emissions are proportional to vehicle-kilometres.

(item 4) Residents abroad: The road freight transport survey (SOeS/SDST) provides information on transport services (tonne-kilometres) carried out abroad by resident companies. The corresponding energy consumption and air emissions are calculated assuming that fuels consumption and related emissions are proportional to tonne-kilometres.

Passenger cars and light duty vehicles:

Passenger cars and light duty vehicles are grouped together for the adjustment to the residence principle because of the lack of more detailed data.

(item 3) Non-residents on the territory: The road traffic balance sheet (CCTN) enables to split between French and foreign passengers cars and light duty vehicles (in terms of vehicle-kilometres) within the domestic traffic. Energy consumption & air emissions by non-residents are calculated assuming that fuels consumption and related emissions are proportional to vehicle-kilometres.

9 See section 2.2, Figure 1

10 See glossary at the end of French section.

23 | P a g e

(item 4) Residents abroad: Energy consumption and air emissions of residents’ passenger cars and light vehicles abroad are calculated assuming that the proportion represented by the consumption of propellant fuel in the total spending of residents abroad is the same as for non-residents on the French territory. Spending by French resident abroad and non-resident on the French territory is provided by the balance of payment.

Buses and coaches:

(item 3) The road traffic balance sheet (CCTN) enables to split between French and foreign buses and coaches (in terms of vehicle-kilometres) within the domestic traffic. Energy consumption and air emissions by non-residents' buses and coaches are calculated assuming that fuels consumption and related emissions are proportional to vehicle-kilometres.

(item 4) Emissions of French buses and coaches abroad are estimated using a method similar to the one used for passenger cars.


The car’s registration:

http://www.statistiques.developpement-durable.gouv.fr/donnees-ligne/r/immatriculations-vehicules-fca.html

The road traffic balance sheet:

http://www.statistiques.developpement-durable.gouv.fr/donnees-densemble/1924/874/ensemble-comptes-transports.html

The road freight transport survey:

http://www.statistiques.developpement-durable.gouv.fr/transports/resultats-denquetes/route.html?tx_ttnews[tt_news]=21837&cHash=95a62c3b2af7af43f5935ee9eec289d1

The balance of payment (used to calculate the emissions of resident abroad):

http://www.banque-france.fr/economie-et-statistiques/base-de-donnees/balance-des-paiements.html


Road transport emissions are estimated by using successively 2 models

• The first one is a fleet model (OPALE) which determinates the fleet of vehicles according to COPERT description (vehicle types / engine types / types of journey or gross weight / emission standards,

24 | P a g e

etc.). This model takes into account new registration, lifetime functions, and global data about the fleet (by vehicle type).

• The second one is COPERT that estimates air emissions according to the above estimated fleet, mileage, speed and vehicle type consumption.

The methodology is accessible in the Ominea report at the 1A3b section:

http://www.citepa.org/fr/inventaires-etudes-et-formations/inventaires-des-emissions/methodologie-des-inventaires-ominea

In France, road transport emissions are therefore calculated according to

• vehicle types: passenger cars, light and heavy duty vehicles, buses & coaches and two wheels

• series of regulations: in each category of vehicles, the fleet is distributed according the type of EU regulation (Argus, CCFA, CSNM, SOeS/SDST)

• traffic conditions

o Mileages on the territory (CCTN) by vehicle type (INRET), adjusted to fuel purchase (CPDP);

o Traffic share: urban, rural, and highway conditions (CCTN)

o Speed: fitting to ensure the energy balance between the theoretical calculation and the fuel sold.

Reminder: the resulting data are attributed to the SNAP categories of transport emissions that are afterwards distributed across NACE divisions for Air Emissions Accounts.

3.4.5. Glossary

Argus: annual publication on automobile statistics

CCTN: Committee of National Transport Accounts (data produced by the SOeS/SDST)

CCFA: Committee of French car Manufacturers

CPDP: Professional Committee on Oil (annual statistics on oil and petroleum products)

CSNM: National Union Chamber of Motorcycle

INRETS/IFSTTAR: French institute of Research on Transport and their Security/French Institute of Science and Technology of Transport, Planning and Networks

25 | P a g e

SOeS: statistical service of the ministry of ecology, sustainable development and energy

• SOeS/SDIE: department in charge of environmental statistics and accounts

• SOeS/SDSE: department in charge of energy statistics

• SOeS/SDST: department in charge of transport statistics

3.5. Italy


• GHG/UNFCCC/IPCC and CLRTAP/EMEP/EEA inventories: Istituto Superiore per la Ricerca e la Protezione Ambientale (Ispra).

• National road vehicle fleet modelling: The road-vehicle model COPERT is used by Istituto Superiore per la Ricerca e la Protezione Ambientale (Ispra) to estimate emissions but not for Air Emissions Accounts.

• Energy statistics: mainly the Ministry of economic development (responsible for the national energy balance) but also other institutions such as Terna Group (the grid operator for electricity transmission), GSE (a state-owned company which promotes and supports renewable energy sources), Istat, and others.

• Vehicle register: In Italy the Public Motor Vehicle Register (Pubblico Registro Automobilistico) works on a NUTS 2 level (provinces in Italy). All vehicles of ‘residents’ in a province must be registered in the Public Motor Vehicle Register. Istat makes use of the UNRAE (Unione Nazionale Rappresentanti Autoveicoli Esteri – National Association of Foreign Vehicles Representatives) register as a source for statistics such as sales of vehicles.


The first step in our resident adjustment is to split the CORINAIR road transport emissions data into passenger transport and goods transport. In our case the inventory (energy) data (the basis for emission estimates) are closer to S (fuel sales on the territory) than to T (actual fuel use on the territory).

26 | P a g e

Passenger Transport

We calculate item (3)11 - actual fuel use on the territory by non-residents - through data estimated by Unione Petrolifera12 on non-residents' use on the national territory for energy products gasoline and diesel; emissions by non-residents on the territory for road transport (split by gasoline and diesel) are assumed to be proportional to the share of non-residents’ use out of total passenger use (for the same energy product). For other fuels the average of gasoline and diesel share is used.

Item (4) - actual fuel use and emissions abroad by resident units - is estimated by assuming that the ratio between ‘residents’ fuel use abroad (unknown item 4) and non-residents’ fuel use on the territory (known item 3) is equal to the ratio between residents’ total consumption expenditure abroad and non-residents’ total consumption expenditure on the national territory (available through COICOP National Accounts data).

Freight transport

Goods transport emissions by residents are not calculated on the basis of the ‘triangle’; rather, Eurostat transport statistics are used in the first place to estimate emissions. The method is described in detail in Eurostat 2009: Manual for Air Emissions Accounts and summarised below.

For each component of transport emissions a related transport statistic (in Tkm - tonne kilometres) is identified:

Table: Eurostat statistics on goods/freight transport suitable as auxiliary data for Air Emissions Accounts

Transport statistic Eurostat database Table (see text under question 3 for the specific link)

Example: Italy

Variables selection

1. transport of goods by residents within national territory

National annual road transport by group of goods and type of transport

GEO (declaring country): Italy Carriage: total NST07: Total transported goods

2. transport of goods by non residents within national territory

Road cabotage transport by country in which cabotage takes place

C_trans: Italy

3. transport of goods by residents for international journeys leaving from Italy

International annual road freight transport – goods loaded in reporting country by type of transport

GEO (declaring country): Italy Carriage: total C_Unload: all countries of the world

11 See section 2.2, Figure 1

12 A consortium of oil industries.

27 | P a g e

4. transport of goods by non residents for international journeys leaving from Italy

International annual road freight transport by country of loading and unloading and by reporting country

C_Load: Italy C_Unload: all countries of the world GEO (declaring country): all excluding Italy

5. transport of goods by residents for international journeys leaving from a foreign country and bound to Italy (1) or operating entirely abroad, either within a foreign country (2) or among foreign countries (3)

A. International annual road freight transport – goods unloaded in reporting country by type of transport

GEO (declaring country): Italy Type of transport: total Load: all countries of the world

B. Road cabotage by reporting country and country in which cabotage takes place (1 000 tkm)

C_trans: all countries of the world GEO (declaring country): Italy

C. Quarterly cross-trade road freight transport by type of transport

GEO (declaring country): Italy Carriage: total C_Load: all countries of the world C_Unload: all countries of the world

Updated from Eurostat, 2009, Air emission accounts manual

Each component of the emissions relevant for Air Emissions Accounts is estimated by assuming proportionality to the corresponding Tkm of goods/freight transport.

In a second step items (3) and (4) related to energy are derived from the emissions (dividing emissions by emission factors).


http://www.unionepetrolifera.it/it/CMS/pubblicazioni/get/2011/Statistiche_economiche_energetiche_e_petrolifere_%202011.pdf (2011 data); Tables 78 End uses benzina autotrazione, 79 End uses gasolio autotrazione) – data used in the calculation of item (3) - actual fuel use on the territory by non-residents – see above.

http://dati.istat.it/?lang=en (Istat’s data warehouse) – select: National Accounts – Annual national Accounts - Final consumption expenditure of households - annual national data (millions of euro) - data used in the calculation of item (4) - actual fuel use and emissions abroad by resident units – see above.

http://epp.eurostat.ec.europa.eu/portal/page/portal/statistics/search_database, Transport- Road transport - Road freight transport measurement (road_go), several tables:

1. National road freight transport (road_go_nat): National annual road transport by group of goods and type of transport (1000 t, Mio Tkm) as from 2008 [road_go_na_tgtt] [see variables selection in the Table above]; data used to estimate the share of emissions of residents within national territory (out of total emissions on the territory), assumed to be proportional to the

28 | P a g e

share of transport of goods by residents within national territory (out of total transport of goods).

2. Road cabotage transport (road_go_cab): Road cabotage transport by country in which cabotage takes place (1 000 tkm) (road_go_ca_c) [see variables selection in the Table above]; data used to estimate the share of emissions of non residents within national territory (out of total emissions on the territory), assumed to be proportional to the share of transport of goods by non residents within national territory (out of total transport of goods).

3. International road freight transport (road_go_int): International annual road freight transport - goods loaded in reporting country, by type of transport (Mio Tkm) (road_go_ia_ltt) [see variables selection in the Table above]; data used to estimate the share of emissions of residents for international journeys leaving from Italy (out of total emissions on the territory), assumed to be proportional to the share of transport of goods by residents for international journeys leaving from Italy (out of total transport of goods).

4. International road freight transport (road_go_int): International annual road freight transport by country of loading and unloading with breakdown by reporting country (1000 t, Mio Tkm) (road_go_ia_rc), [see variables selection in the Table above]; data used to estimate the share of emissions of non residents for international journeys leaving from Italy (out of total emissions on the territory), assumed to be proportional to the share of transport of goods by non residents for international journeys leaving from Italy (out of total transport of goods).

5. Sum of the three following data:

5.A. International road freight transport (road_go_int) - International annual road freight transport - goods unloaded in reporting country, by type of transport (Mio Tkm) (road_go_ia_utt), [see variables selection in the Table above];

5.B. Road cabotage transport (road_go_cab) - Road cabotage by reporting country and country in which cabotage takes place (1 000 tkm) - as from 1999 (Regulation (EC) 1172/98) (road_go_ca_hac);

5.C. International road freight transport (road_go_int) - Quarterly cross-trade road freight transport by type of transport (1 000 t, Mio Tkm) (road_go_ctq_tt).

The sum of the three components is used to estimate the share of emissions of residents abroad (out of total emissions on the territory), assumed to be proportional to the share of transport of goods by residents abroad (out of total transport of goods).

29 | P a g e


The road-vehicle model COPERT is used by Ispra to estimate emissions but not for Air Emissions Accounts.

3.6. Luxembourg


In Luxembourg, STATEC (NSI Luxembourg) compiles the statistics on energy and energy accounts. STATEC also compiles the data on Air Emissions Accounts (AEA).

GHG inventories are compiled by the Environment Agency.

Concerning the vehicles register, data are collected by SNCT (Société Nationale du Contrôle Technique) but they are published by STATEC.


In Luxembourg, STATEC compiles two kinds of energy balances: the first one is based on territorial principle and the second one is based on residential principle. The balance based on territorial principle is sent to the Environment Agency to compile the GHG inventories (and also to Eurostat and other international agencies). The balance based on residential principle is used to compile the PEFA and the Air Emissions Accounts (AEA) modules.

In terms of methodology, we apply the box R (residence principle) and the box S (sales-on-the-territory principle).


To compile the two types of energy balance, we use data on:

• Quantities imported, exported, and stocks changes for Luxembourg. These data are collected by OCRA (L'Office Commercial du

30 | P a g e

Ravitaillement; this office is part of the ministry of economy) and serve as basis of our calculation.

• Number, annual kilometres, and average consumption (l/km) of vehicles come from the SNCT (Société Nationale du Contrôle Technique). We use this information to know the consumption of the national fleet.

• Quantities consumed by households (on territory and abroad) are estimated from a survey conducted by STATEC (household expenditure survey).

• Expenditures from resident enterprises on territory and abroad are collected by STATEC (intra- extraStat survey). We use this data in complement of the two previous bullets to estimate the part of the resident consumption on the territory

• Quantities sold on the territory are collected by Environment Agency. We use these data to calculate the part of fuel sales to non-resident by subtracting the quantities estimated in the previous bullet.

• As the sales prices are the same in all the filling station, we can distribute the resident consumption by economic branches by using a distribution key established on the fuel expenditures by branches (obtained from the Structural Business Survey).


The Environment Agency applies the COPERT model to cross-check/confirm the data calculated by STATEC.

3.7. Portugal

3.7.1. Who are the main players in Portugal?

Institution Activity

Portuguese Agency of Environment (Ministry of Environment and Territory Planning)

GHG/UNFCCC/IPCC inventories

CLRTAP/EMEP/EEA inventories

Directorate General of Energy and Geology (DGEG) (Ministry of Environment and Territory Planning)

energy statistics

Mobility and Land Transport Institute (IMTT); Automobile Association of Portugal (ACAP)

vehicle register

31 | P a g e


INE receives GHG/UNFCCC/IPPC and CLRTAP/EEA/EMEP inventory data from Portuguese Agency of Environment, which according to INE follow the actual fuel use/emission on the territory (T) principle.

The following methods are applied to calculate items (3) and (4) (see Figure 1).

Freight Road Transport

The national accounts numbers are corrected for the structure of intermediate consumption by NACE rev2 division 49:

(3) Non-residents on the territory: Non-residents fuel use on the territory is estimated by using the share of imports in total supply of product CPA 49. Underlying hypothesis: freight road transport services importing to the country do their fuelling in the country (a bit weak hypothesis because it is not necessarily true).

(4) Residents abroad: An annual survey on transport gives the proportion of international transport, in terms of kilometres, on the total freight road transport. Underlying hypothesis (less problematic): the fuel used for kilometres travelled in international transport is purchased outside.

Above adjustment are also applied to the emissions of NACE rev2 division 49. Assumption: The emission factors are equal, given that the fuel quality is the same in Portugal and countries abroad.

Passenger Road Transport

(3) Non-residents on the territory: National Accounts internal data on gasoline and diesel supplied to non-residents in the territory is used, as well as National Accounts supply and use tables for total consumption of these products. The structure of household's consumption is corrected using the share of non-residents' gasoline and diesel consumption on the territory on total consumption of these products.

(4) Residents abroad: National Accounts internal data (2006-2010 in current prices) on fuel supplied outside the territory to resident households is used. This estimate corresponds to the 'travel and business' item of the balance of payments by product provided by National Accounts. This data is then calculated at constant prices, using the Spanish fuel prices of HICP. To back cast, the difference between the Spanish and Portuguese HICP fuel is used. Emissions by households are corrected using the share in total consumption of gasoline and diesel as provided by National Accounts' Supply and Use tables.

By Fuel

32 | P a g e

Non-residents on the territory – gasoline: correction is only made for private household. Assumption: Industries only use diesel.

Non-residents on the territory – diesel: corrections are made for private households and NACE rev2 divisions 49.2 and 49.3.

On diesel trucks (freight and passengers) for non-residents, corrections are made for 49.2 and 49.3 branches.

On gasoline motorcycles, corrections are made for residents and non-residents households.

In the case of gasoline for motorcycles not exceeding 50cc, no allocation is made to the non-residents (assumption: there is no non-residents consumption, because non-residents do not supply fuel for this kind of vehicles in the territory or do it residually). Also, no allocation is made to the non-residents for LPG.


Portuguese Agency of Environment: http://www.apambiente.pt/

DGEG: http://www.dgeg.pt

3.8. Finland


Main players in Finland:

• Statistics Finland,

• Technical Research Centre of Finland (VTT),

• Finnish Environmental Institute (SYKE),

• Finnish Transport Safety Agency (TraFi).

National road vehicle fleet modelling:

Technical Research Centre of Finland (VTT) has made a model on traffic emissions, model is called LIPASTO (http://lipasto.vtt.fi/indexe.htm).

LIPASTO includes the models for road, railway, waterborne and air traffic.

33 | P a g e

Model for road traffic is called LIISA (http://lipasto.vtt.fi/liisae/liisa_description.htm).

GHG inventories (UNFCCC/IPCC):

Statistics Finland (), utilising the calculations of Technical Research Centre of Finland (LIPASTO-model, (http://lipasto.vtt.fi/indexe.htm).

CLRTAP/EMEP/EEA inventories:

Finnish Environmental Institute (SYKE, http://www.environment.fi/default.asp?contentid=424948&lan=EN), utilising the calculations of Technical Research Centre of Finland.

Energy statistics:

Statistics Finland (http://tilastokeskus.fi/til/ene_en.html).

Vehicle register:

Finnish Transport Safety Agency (TraFi, http://www.trafi.fi/en).


Still under development.


See above.


LIPASTO includes the model for road traffic, called LIISA (http://lipasto.vtt.fi/liisae/liisa_description.htm). Please see URL above. It includes the equations and variables of the model. Unfortunately the research report of road traffic model is only in Finnish (90 pages). In air emission accounting we don't directly use this LIISA-model, but indirectly via GHG-inventory.

34 | P a g e

3.9. Norway

3.9.1. Institutional arrangements

Statistics Norway plays a central role in the development of emission estimates in Norway. The GHG and EMEP/EEA inventories are developed in a joint effort by the Climate and Pollution Agency, the Institute for Forestry and Landscape and Statistics Norway each year. Statistics Norway is responsible for the official statistics on air emissions, which includes all inventory emission sources except LULUCF.

The team working on Air Emissions Accounts works in the same division as the team preparing the Energy Accounts and the Emission Inventories. Due to this there is a close cooperation between the different statistics and accounts.

As part of the emission inventory preparation, Statistics Norway calculates emissions from road transport by using the emission model HBEFA. Important inputs to this model are data from the vehicle register and data on mileages.

The Norwegian Register of Vehicles is maintained by the Norwegian Public Roads Administration, and contains data on ownership, registration status, and technical characteristics of the vehicles. The data from the vehicle register is published by the division for transport, tourism and ICT statistics at Statistics Norway. This division also publishes statistics on mileages, which is compiled by combining information from the Norwegian Register of Vehicles with data from the odometer readings collected by the Norwegian Public Roads Administration from the inspection bodies that conduct the periodical roadworthiness tests on the vehicles. The odometer readings provide information on date of inspection and the odometer reading of the vehicle at the time of inspection.

3.9.2. Country specific approach

For road transport there are no differences in published totals between Air Emissions Accounts and the emission inventories. The emission estimates are only valid for both approaches jointly on the assumption that mileage and fuel consumption abroad by residents equals driving and fuel consumption by non-residents on territory.

According to the Norwegian approach CO2 emissions are treated differently from other pollutants (see section 3.9.4). CO2 emissions are calculated directly from the energy used for road transport, as it is published in the statistics on deliveries of petroleum products. Emissions of CO2 are calculated by a top-down approach from sales of taxed diesel and gasoline.

Parameters from the HBEFA are used to allocate CO2 emission to different vehicle categories, but not to calculate emissions directly. The HBEFA model is used directly to calculate emissions of pollutants not directly related to fuel consumption (as is the case for most pollutants, except CO2,

35 | P a g e

SO2, and heavy metals). No corrections are made to reconcile these emissions with emissions of CO2. The rationale for this decision has been the comprehension that emissions of other air pollutants and greenhouse gases are more dependent of driving patterns and technology than on fuel consumption.

Given the activity data in the emission calculations, one is really left with an estimate of emissions and fuel consumption with a resident principle (seeing as it is based on vehicles registered in Norway) (R in the triangle). The estimated fuel consumption and emissions by this bottom-up approach matches the residential principle for the Air Emissions Accounts, and thus, for parameters other than CO2 and fuel consumption, no bridging should be necessary. For fuel consumption and CO2 emissions, however, the bottom-up estimates are reconciled with the fuel sales in both the emission inventories and in the air emission accounts, and is thus imputed a Sales-on-the-territory Principle (S in the triangle). The bottom-up estimates should not be used directly for air emission accounts, seeing that we do not have the knowledge of where the fuel consumption should be placed.

The approach forward might be to perform a quality assurance of the fuel consumption factors in the bottom-up calculations in order to correctly attribute fuel sales to the correct use, and to determine purchases abroad by residents and purchases on-territory by non-residents. When a sufficient trust is established for the bottom-up calculations of fuel consumption and CO2 emissions, these figures can be used for the resident principle directly.

The estimates of how much residents purchases abroad and non-residents purchases territorially (currently estimated to be the same (1=2 in the triangle)) are low compared to the difference between the bottom-up estimates and the deliveries of petroleum products. Thus, there must be other explanations for the discrepancies (see section 3.9.4). In addition to that, the estimates of vehicle kilometres on all Norwegian roads, based on road counts from the Directorate of Public Roads and model calculations, are quite similar to the estimated traffic activity in the road model.

3.9.3. Main statistical sources

• The statistics on deliveries of petroleum products is used as a data source on total fuel consumption for road transport purposes.

This statistics covers deliveries from all major oil companies, and also includes imports. It is thus a total count of petroleum products delivered on the Norwegian marked (an approximation to S in the triangle). The oil companies report deliveries to consumer groups, and transport is one such consumer group. By using the combination of consumer group and type of petroleum product the totals used for road transport is obtained.

o http://www.ssb.no/english/subjects/10/10/10/petroleumsalg_en/

• The division for transport, tourism and ICT statistics provides information on the vehicle fleet and the mileages. These data are used in

36 | P a g e

the road vehicle model, and combined they give figures on resident road vehicles operating on the territory and abroad, i.e. the residence principle (R in the triangle) (in principle).

o Registered vehicles: http://www.ssb.no/english/subjects/10/12/20/bilreg_en/

o Mileage statistics: http://www.ssb.no/english/subjects/10/12/20/klreg_en/

• The division for transport, tourism and ICT statistics has also developed a methodology for distributing road traffic volumes from odometer readings:

o http://www.ssb.no/english/subjects/10/90/doc_201023_en/doc_201023_en.pdf

In this report, there is an evaluation of the data availability on non-resident road transport on territory and resident road transport abroad. Currently, the data availability renders it unfeasible to perform such a split, and the assumption that these two are equal is made.

3.9.4. Road transport model

HBEFA is used to calculate emissions from road transport in Norway. This was implemented in 2009-2010, and as far as possible, Norwegian activity data has been implemented.

The overall structure of HBEFA will not be described here. The model is very detailed when it comes to which vehicle types, Euro norm classes, vehicle ages, engine types etc. the input data are to be split into (this is similar to Copert). In addition, the model has a detailed set of traffic activities to split the driving into, e.g driving on a motorway in heavy traffic and driving on a distributor road with freeflow. All activity data are, as far as possible, updated for every year of the inventory. Data are taken primarily from official registers, public statistics, and surveys. However, some of the data are based on assumptions. Many of the data sources are less comprehensive for the earliest years in the inventory. Input data includes:

• Total fuel consumption

• Number of vehicles

• Age of vehicles

• Average annual mileage

• Load data

• Transformation patterns

37 | P a g e

• Euro norm class introduction

• Traffic situations

• Ambient conditions

• Trip length and parking time distributions

The model calculates fuel consumption by a bottom-up approach. There is a discrepancy between sales figures from the statistics on deliveries of petroleum products and the fuel consumption from the bottom-up calculations for both auto diesel and petrol. This discrepancy is relatively stable throughout the time series. We have not been able to pinpoint the reasons for this discrepancy. One possibility is that we have been unable to make the correct allocation of mileages to different traffic situations. Such a misallocation could lead to either over- or underestimation of total fuel consumption. Other explanations might be that fuels are used elsewhere, or that the CO2 emissions stated in the technical approval of new passenger cars, which is a parameter in the HBEFA model, underestimated fuel use per kilometer driven. There might also be discrepancy between the purchases made abroad by Norwegian vehicles and the purchases made in Norway by non-residential vehicles.

3.10. Austria

3.10.1. Who are the main players in your country?(Institution involved in e.g. national road vehicle fleet modelling, doing the emission inventories, doing the energy statistics, doing the vehicle register, others such as e.g.

Documents

Road Transport – Resident Adjustments · Resident units operate road transport not only on the territory but also abroad. Vice versa, road transport by non-residents may happen