Environmental Engineering Reference
In-Depth Information
a
100
25
b
Road
800
693
80
20
700
600
500
60
15
400
300
40
10
200
136
Rail
100
26
20
5
0
Air
Road
Rail
Air
Marine
PASSENGERS
0
0
1988
1990 1992 1994 1996 1998 2000 2002 2004 2006
c
100
25
d
Road
120
80
20
98
100
80
60
15
60
Marine
40
27
40
10
20
Rail
0
20
5
Road
Rail
FREIGHT
Pipe
Air
0
0
1988 1990 1992 1994 1996 1998 2000 2002 2004 2006
Fig. 2
Modal share (
a
,
c
) and emission intensity (
b
,
d
) by transport mode
[7, 8]
In 2005, road transport represented 90% of passengers-kilometers, whereas air
transport participated with 5%, rail with 4.7% and marine 0.3%. The higher
growth rate between 1995 and 2005 has corresponded to air transport (131.7%).
Figure 2a
shows a decrease of rail share and a stagnation of marine transport. In
2005, road transport represented 85% of tones-kilometers, whereas marine trans-
port participated with 9.6%, and rail and pipe represented 2.7% each one. The
higher growth rate between 1995 and 2005 has corresponded to road transport
(72.5%).
Figure 2c
shows a significant change of rail and cabotage marine towards
road transport.
Energy intensity, expressed in megajoules (MJ) per passenger-kilometers or
tone-kilometer (in terms of emissions, equivalent grams of CO2), is determined by
two factors: energy required to move vehicles and the use of vehicle capacity.
Energy intensity and emissions of road transport is five times higher than rail for
passengers (Fig.
2b
), and four times that of freight (Fig.
2d
). For this reason, the
decreasing trend of rail transport explains part of the increasing growth of GHG
emissions in Spain. It can be stated that Spain is in the worse scenario, because the
present situation is one of the most deficient in Europe, and the trend is to make
worse, and on an accelerated way. GHG emissions grow at higher rates compare to
other EU countries, and in addition the dominant and increasing transport modes
are less energy efficient.
