Methodology for Energy Efficiency Assessment in the Transport
Sector for Smart Cities
M. Fernanda Mantilla R.
1
, Angelica Nieto L.
1
, Jose L. Martinez Lastra
1
and Elli Kotakorpi
2
1
FAST-LAB, Tampere University of Technology (TUT), Tampere City, Finland
2
Tampereen Kaupunki, Department of economic and urban development, Tampere city, Finland
Keywords: Methodology, Energy Efficiency Evaluation, Smart Cities Mobility Transport Projects.
Abstract: To measure the impact of transport projects in smart cities can be expensive and time-consuming. One
challenge in measuring the effect of these projects is that impacts are poorly quantified or are not always
immediately tangible. Due to transport projects nature, it is often difficult to show results in short term
because much of the effort is invested in changing attitudes and behaviour on the mobility choices of city
inhabitants. This paper presents a methodology that was developed to evaluate and define city transport
projects for increasing energy efficiency. The main objective of this methodology is to help city authorities
to improve the energy efficiency of the city by defining strategies and taking actions in the transportation
domain. In order to define it, a review of current methodologies for measuring the impact of energy
efficiency projects was performed. The defined energy efficiency methodology provides standard structure
to the evaluation process, making sure that each project is being evaluated against its own goals and as
detailed as it is required to the level of investment. An implementation in a smart city of the first step of this
methodology is included in order to evaluate the implementation phase of the defined process.
1 INTRODUCTION
Cities are the places where most of the produced
energy is used. By 2012 urban mobility was 40% of
all CO
2
emissions, in which road transport represent
32,6% of the total energy consumption in Europe,
being private cars one of the principal emitters.
Therefore, reducing car use and promoting public
transport (PT) are both essential to reduce the energy
consumption/CO
2
emissions in cities (International
Energy agency, 2012).
This paper presents a methodology that provides
guidelines for measuring the impact of transport
projects in energy efficiency/carbon emissions and
to perform evaluations all through the mobility
project processes. The developed methodology
engaged authorities from different cities to make a
conscious and schematic procedure for early projects
stages, so this will facilitate analysis and evaluation.
The process is divided into eight steps, starting from
the goals and objectives settlement until the final
evaluation, which encourage cities to make a
consistent process that will suit specific city
applications, local conditions and target groups. The
methodology compromises the following steps:
definition of goals, identification of target groups,
identification of variables, energy evaluation, set
targets, implementation, analysis and strategy
evaluation. The results from the evaluation process
can be used to refine transport projects and achieve
the city objectives. The energy efficiency
methodology will be implemented in three smart
cities and this paper will present the implementation
in one of them. A smart city is understood as a city
who use technology to enhance interoperability
between its components, to reduce consumption of
resources, especially in this case, energy, and to
improve the life of their inhabitants.
This paper is organized as follows: section II
gives an overview of transport projects evaluation
issues. Section III introduces the most relevant
methodologies for mobility project evaluation.
Section IV describes the defined energy efficiency
methodology. Section V presents the application of
the methodology in a smart city and finally section
VI gives the conclusion and future work.
72
Fernanda Mantilla R. M., Nieto L. A., L. Martinez Lastra J. and Kotakorpi E..
Methodology for Energy Efficiency Assessment in the Transport Sector for Smart Cities.
DOI: 10.5220/0005488300720077
In Proceedings of the 4th International Conference on Smart Cities and Green ICT Systems (SMARTGREENS-2015), pages 72-77
ISBN: 978-989-758-105-2
Copyright
c
2015 SCITEPRESS (Science and Technology Publications, Lda.)
2 EVALUTION ISSUES IN
TRANSPORT PROJECTS
Results of the evaluation process of projects can
provide the sensation of achievement in the sense of
remuneration for what was invested (e.g. money and
time), which is fundamental for the motivation in
transport projects and specifically from the energy
efficiency point of view. This process allows cities
to demonstrate that they have achieved the results or
identify if they need to make improvements or
corrections in the taken actions. Unfortunately, there
is not a methodology that is commonly accepted and
worldwide applied, which forces cities to create and
implement energy projects by their own. In
consequence, they become isolated entities and the
knowledge coming from their transport projects is
lost or can’t be understood by others, which makes
impossible to make further comparisons with similar
approaches.
Additionally to the issue of the missing process
definition, it is commonly known that some
transport projects are not being evaluated or
monitored. The core of this problem is on the time
nature of the projects. Transport projects on energy
efficiency or/and CO2 emissions reductions are
based on changing inhabitants attitudes, which is a
process that takes time. In consequence, to measure
short-term changes do not reflect the whole impact
of the projects.
3 METHODS FOR ENERGY
EFFICIENCY ASSESSMENT
As mentioned before, there are several
methodologies and standards for energy mobility
evaluation. In this section, the ones in which this
methodology is based are presented. It includes two
European frameworks for mobility management
projects: European Union’s MOST MET program
(Finke, 2001), Sweden’s SUMO program (Rosqvist
et al., 2004)), and the international standard ISO
50001 (“ISO 50001 - Energy management - ISO,”).
MOST MET (MM) is the toolkit for Mobility
Managements from the European Union MOST
program, which combines monitoring and analysis
processes for mobility management measurements to
assess the impact of transport projects. SUMO is a
method for systematic planning to standardize
evaluations. It focuses on evaluating soft parameters,
like communication initiatives. ISO 50001 is an
international standard that works as a tool for
organizations to establish systematic procedures to
improve the energy performance of systems. The
norm is known worldwide as the plan-do-check-act
cycle which forces organizations to go for changes
and constant improvement.
4 METHODOLOGY FOR
ENERGY EFFICIENCY
The defined methodology was created to support
smart cities to make energy assessments and provide
a basis for comparing their performance and
improvements (see Figure 1). The methodology
starts by defining the project scope and goals. Next
steps define the target groups and the relevant
variables that show how the energy use is affected.
Step 4 describes the energy evaluation that has as
output, a list of performance indicators and baselines
that on the next step are used to define targets. The
step 4 values are going to be monitoring during the
implementation step, as well as in connection with
monitoring and evaluation. Feedback from several
steps is proposed in order to make improvements in
projects already in progress or in the initial steps. A
more detail description of each step is provided in
the following sub-sections.
Figure 1: MoveUs methodology for energy efficiency
assessment.
4.1 Step 1. Define the Goals
The first step for an evaluation process is to set a
clear goal, supported by objectives. The objectives
should be in a SMART structure (Specific,
Measurable, Achievable, Relevant and Time
framed) (Doran, G.T., 1981). To set a specific
objective it is required to answer the five “Wh”
questions: 1) who is involved? 2) What does the city
wants to accomplish? 3) Where? Identify a location,
if it is local impact. 4) When? Establish a time
frame. 5) Why? Specific reasons or benefits of
accomplishing the goal.
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Measurable is a concreate criteria for the further
measurement process. Achievable is related with
how the objectives are going to be achieving, and if
they are realistic with the current state of the system.
Relevant objectives represent believes of what the
authorities want to achieve and the use of the local
resources. Finally, Time frame helps to prioritize the
objectives, resources and work. Having clear
objectives allows a proper implementation of the
methodology and project evaluation process.
4.2 Step 2. Identify Target Groups
In order to measure the effects of mobility projects
in an effective way (in this case, less use of
resources), the early identification of the target
group is a good start. Target groups are defined as
the group of people that have similar needs and
travel patterns but often different ways to approach
the information. The identification consists in a
careful description that includes the location,
common characteristics, and if possible, how they
can be approached.
4.3 Step 3. Identify Variables
The primary goal of step three is to identify the
variables that describe the objectives of the project.
These variables should be well-documented and
easily-obtainable, so they will reflect the energy
use/carbon emission levels changes. As an
illustration, if one of the objectives is to increase the
use of PT, one variable can be the average number
of passengers per bus.
A way to start is by determining all energy
resources: electricity, biofuels such as ethanol,
biodiesel and biogas, hydrogen, and conventional
fuels like gasoline, diesel and natural gas, by having
in mind the objectives previously describe on step 1.
By identifying the energy sources, the tracking of
the transport system components that consume more
energy is easier and the variables will describe them.
4.4 Step 4. Energy Evaluation
After having the list of variables that are relevant for
measuring energy use /carbon emission levels and
the energy resources of the transport system, the
next step is to use all the information from previous
steps to perform the energy evaluation. This
evaluation consists of three steps: Energy Revision,
Performance Indicators and Baseline.
4.4.1 Energy Revision
The energy revision has three stages: 1) current
usage and energy consumption of the system
including its past and present, and all the energy
sources from step 3. With this information it is
possible to 2) identify points with high energy
consumption, which can be reduced by changing the
habits of the target groups. As a consequence, this
step will give to authorities the potential 3)
improvements in the energy consumption
performance of the transport system. The potential
improvements could be prioritizing based on the
characteristics of each city.
4.4.2 Performance Indicators
Using the system information and the knowledge
acquired in the energy revision and previous steps,
authorities can choose a group of indicators that
reflect the energy efficiency levels. These indicators
includes Key Performance Indicators (KPIs) and
Affecting Parameters. The KPIs should be
associated with the objectives and target groups of
the mobility project. The affecting parameters reflect
the environment in which the project will be
materialized. The way they affect the system is by
increasing or decreasing the energy
consumption/carbon footprint values. A set of KPIs
and affecting parameters for energy efficiency
assessment in transport sector were describe for this
methodology through a literature review (M.
Fernanda Mantilla R. et al., n.d.); Mantilla R. et al.,
n.d). Cities can consult these documents or stablish
their own parameters.
4.4.3 Baseline
The second output of the energy evaluation is the
baseline. The baseline predicts the behaviour of the
KPIs based on the historical information, so it is a
quantitative reference of the objectives. In the
implementation step, KPIs must be checked
regularly and compared to the baseline that is
calculated here. The Baseline period is used for
obtaining the equation that shows how the system
behaves and the next stage is the expected
behaviour. In this stage the baseline value is
compared with the measured value during the
implementation to keep in track the energy savings.
4.5 Step 5. Set Targets
Based on the overall mobility project objectives,
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detail target values should be stablished. These
target values not only contain the desirable value,
but also the time when the system is going to be at
that state. At this point the project should include
schedules, resources and responsibilities for
achieving the targets, so they can be used as an input
for the implementation step.
Target values should be practical and achievable,
as well as flexible to reflect changes in the
objectives. One way to make sure that target values
are achievable is by observing the baseline value.
The baseline shows the existing energy pattern, so
any target value to far from that patter is closer to be
unachievable.
4.6 Step 6. Implementation
In the implementation step, authorities should have
always in mind target values and their time frames,
as well as all the control operations. Those
operations make sure that entities in charge of the
implementation round will apply actions to take the
transport system to the desired stage. Additionally
this step gives feedback to the step 5 in the sense
that if the target value exceeds city capacity, the set
target must be redefined.
4.7 Step 7. Analysis
When the objectives time frame comes, authorities
should be prepared to perform an analysis. In this
step the data acquired during the implementation
process is used, not only for face target values, but
also to recognize what are the factors or actions
behind the system current behaviour. Thus a careful
control procedure performed on the previous step
would be the core of the analysis and a clue for the
next step.
4.8 Step 8. Strategy Evaluation
In this step the cities will evaluate the whole
mobility project process. The evaluation
determinates the effectiveness of the projects in
fulfilling the objectives defined on the first step, to
identify the nonconformities and opportunities for
improving the energy efficiency projects.
If authorities face nonconformity, the necessary
corrective and preventing actions must be initiated
and implemented. That is why this step must be used
as a feedback to the methodology step 1, so the cycle
of the methodology starts again. Time aspects in
analysis and evaluation are important. Changing
peoples’ attitudes and behaviours takes time, so it
often takes one or several years before the last two
steps can be measured.
5 METHODOLOGY
INSTALLATION IN SMART
CITY (TAMPERE, FINLAND)
In order to test the methodology, it was implemented
in a smart city that is presented in this section.
5.1 Main Goal and Objectives
The main goal of Tampere's energy efficiency
project described in this paper is to contribute to
Tampere’s sustainable mobility goals by increasing
the share of walking, cycling and public transport.
Therefore, the main objectives include:
1. Reduce the use of private car
2. Increase the modal share percentage for
alternative modes (cycling and walking).
3. Increase the use of public transport
4. Increase public transport service awareness in
the Tampere area
5.2 Target Group
Tampere city target groups are car users and
commuters. Indirect Tampere’s target group is its
population of 220,446 inhabitants. The number of
private cars registered in Tampere is 90,906.
5.3 Identified Variables
Tampere energy sources for transport mainly consist
on conventional fuels such as gasoline, diesel and
natural gas. However their composition is, by law, a
combination of Biofuels with traditional fuels called
Bio-share, which in 2014 constitute 8% in both
gasoline and diesel. Additional sources are
electricity which is in initial states to be
implemented. Some of the identified variables can
be seen in the following Table 1.
Table 1: Identified variables for Tampere city.
Variable Objective
Energy consumption per vehicle 1,3,4
Fuel consumption per vehicle 1,3,4
Calories consumption in alternative modes 1,2
Modal share percent in each mode 1,2,3,4
Number of public transport passengers 3,4
Number of cyclists 2
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5.4 Energy Evaluation
5.4.1 Energy Revision
Transport has an important role in total emissions
for Tampere City; however it had decreased its
emission from 300 ktCO
2
in 2010 to approximately
280 ktCO
2
by 2013. Part of the reductions might
come from changes in the modal share distribution,
Figure 2 shows that PT and Alternative modes
(ALM, walking and cycling) had been increased and
car use decreased. Even though the emissions have
been reduced, increases in car ownership had been
maintaining an average increase of 4% per year
(Välimäki et al., 2013).
Figure 2: Tampere transport modal share, 2005-2012-
2016.
Tampere PT is mainly bus traffic, since 2006 the
city has been implementing different strategies such
as extending bus services, lanes and traffic light
priorities in order to promote its use. PT awareness
has been done through maps and books, and new
media, such as website and mobile applications
(“Tampere City Public Transport,” n.d.)
In ALM, Tampere values has been growing as
well as the cycle/walking path network. Awareness
is done by a cycle route planner only available
online through the journey planer website.
Additional measures includes improvements in the
roads, campaigns like Minä poljen in 2012, and
studies such as vitality from walking and cycling
(vitality from walking and cycling, 2014).
5.4.2 Performance Indicators
Based on the previous information and the
objectives that Tampere city has defined, a number
of KPIs that reflect the performance of the system as
well a set of factors that affect the system were
identified, see Table 2 and Table 3.
The table below presents a list of factors that affect
the energy efficiency of the different transport
Table 2: List of KPIs for Tampere city.
ID Name
KP4 Density of passenger transport
KP5 Number of passenger transported by fuel unit
KP6 Number of fuel units per passenger
KP8 Total CO
2
emissions for travel passengers
KP10 Private vehicles density rate
KP13 Share of public transport in total passenger traffic
KP16 Presence of alternative fuels vehicles
KP18 Traffic-free (TF) and on-road (OR) routes
KP19 Annual usage estimation in alternative modes
KP23 KPI’s change per time unit
KP24 KPI’s percentage of change
modes in Tampere city. The letter u shows the
energy efficiency scale up. Letter d represents the
energy efficiency scales down.
Table 3: Factors affecting energy efficiency on Tampere
city.
Modes
ALM PT PV
Station/Stops distance - u -
Amount available Car - d d
Travel distance - d d
Travel time - d d
Temperature - u u
Precipitation - d d
Fog - d d
Support during winter - d d
Car parking - - d
Lights - d d
5.4.3 Baseline
Due to the amount of data and the number of
parameters selected on previous steps, only one of
the KPI will be used as an example to illustrate of
the process done in this step as well as in further
steps.
One way to represent ALM modes is by the
kilometres of Traffic Free (TF) and On Road (OR)
routes. KP18 in Figure 3 shows how the network has
been constantly growing. The opportunity
implementation can be seen as the savings in
emission of citizens that make use of the TF and OR
network. One way to calculate the savings is by
assuming a reference scenario, in this case will be a
car, with average gasoline car carbon conversion
factor (CCF) of 217gCO2/km. The equation use to
get the savings is:
KP18s =KP18 [km]* CCFcar [gCO2/km] (1)
Tampere has the potential to increase the emission
saved by users cycling through the extension of the
0
20
40
60
80
100
2005 2012 2016
modalshare
Year
others
cycling
walking
PT
car
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network kilometres. The Figure 7 shows the baseline
equation (graph on the upper-left of the chart), based
on the equation for 2016 the probably saving will be
142.45 kgCO
2
(Baseline), with the implementation
of extension is expected to increase the saving by
5% reaching 149.58 kgCO2 (Target line) by the
same year.
Figure 3: KP18s Traffic-free (TF) and on-road (OR) routes
savings for Tampere city.
The same process is done on the others KPIs. So in
that sense the behaviour of Tampere’s transport
system was simplified through the methodology
implementation, so now authorities can focus on
Applying actions to improve different areas of the
system, by taking into account the previously
described process.
6 CONCLUSIONS
This paper presented a methodology that support
cities to assess energy efficiency in their transport
sector. The methodology presents a systematic and
logical process that offers the opportunity to
compare targets with other cities and in consequence
opens a way to learn from results. In addition, it
facilitates collecting data and organizing it in a way
that is easy to establish cause and affect
relationships.
Future work is under progress, and the
implementation of the mobility services for Tampere
city support the steps 6, 7 and 8, of this methodology
in which 7 and 8 will be part of the evaluation
process of the system that will be reported in the
future.
Eventually the methodology that is proposed
here will be under evaluation of the cities where it
was implemented. This feedback will be use to
refine the process, so the methodology’s potential
use as a common part of energy efficiency projects
in the transport sector and its potential in making the
public sector work more efficiently will increase.
ACKNOWLEDGEMENTS
This work has partially received funding from
European Union’s Seventh Framework Programme
for research, technological development and
demonstration under grant agreement number
608885, correspondent to the project shortly entitled
MoveUs (ICT Cloud-Based Platform And Mobility
Services Available, Universal And Safe For All
Users).
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Mantilla R., M.F., Nieto L., A., Martinez Lastra, J.L., n.d.
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