ENTSOG TYNDP 2017 - Main Report

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60 | Ten-Year Network Development Plan 2017 Main Report
supply, full electrification of these existing buildings is likely to be very costly due to
the high cost of improving insulation or huge investments in new electricity transport
infrastructure to support these peaks (see also the figure 2.16 on the previous page).
In this case a hybrid solution, which consists of an electric heat pump combined
with a small condensing boiler, seems to be a better option that utilises existing in-
frastructure. A hybrid installation will use electricity for most of the year but switch
to gas during low temperatures. In addition, huge investment in power grids can be
avoided and the security of the energy system is safeguarded, because the gas
transmission infrastructure will be used for peak winter conditions for which it is al-
ready capable.
2.3.2 TRANSPORT
Gas is a key fuel in the residential & commercial, industrial and power generation
sectors, but is still developing as a fuel for transportation purposes. In order to
gain a better understanding of this potential future in the demand scenarios,
TSOs have been asked to provide gas projections for the transportation sector.
The Energy Environmental Agency (EEA) has reported1) that despite the reductions
seen in GHG emissions from the EU, improvements in the transport sector are
lagging behind. In 2014, CO ² emissions from road transportation increased by over
120 million tonnes since 1990 and were up by 7 million tonnes from 2013 due to
diesel becoming more prevalent. Emissions from aviation and shipping have also
seen considerable increases.
Overall, the transport sector is responsible for around a quarter of all EU GHG emis-
sions and has justified the Directive 2014/94/EU on the deployment of alternative
fuels infrastructure adopted on the 29th of September 2014 by the European
Parliament and the Council. Member States have to develop national policy frame-
works to support alternative fuels and the necessary development of the underlying
infrastructure. This requires the construction of an appropriate number of LNG
maritime bunkering facilities as well as LNG and CNG (Compressed Natural Gas)
refuelling stations on the main European roads up to 2025.
With the right investments in the relevant infrastructure, the use of gas in transport
offers the potential to reduce CO ² , NOx and fine particle emissions and improve air
quality thus helping the EU achieve its environmental goals in a cost effective
manner, whilst not radically altering consumer/user driving behaviour and needs.
This is especially true in the heavy goods, commercial and shipping fleets where op-
tions for implementation of electrical solutions are restricted. Further possibilities are
being developed with the production of hydrogen from excess renewables (power to
gas) that could be used in fuel cell vehicles.
2.3.2.1 Current state
CNG for road transportation (mainly in light duty vehicles – LDV) is currently the
most mature market in Europe with nearly 1.3 million natural gas vehicles and more
than 3,000 CNG stations2) (EU28 + EFTA). The highest numbers of filling stations
are found in Italy, Germany, Austria, Sweden, Netherlands, Switzerland, Czech Re-
public and Bulgaria
LNG has less polluting emissions and higher energy efficiency. LNG could be used
as a replacement for heavy oil fuel in sea-born transportation and diesel for in-land
water transportation. On-shore LNG bunker facilities3) for vessels and refuelling
stations for trucks are increasing continuously in Spain (36 operational installations),
1)
2) NGVA Europe. Report of activities 2015/2016
3) Bunker facilities are referring to LNG refilling station for ships.