Southern Corridor GRIP 2014–2023 |
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5.2 Conclusions on the existence
of congestion of the Region’s
Interconnecting Points
The graphs and data presented in the previous para-
graph indicate that, regarding the sufficiency of techni-
cal capacity and the use made of it, the Region’s IPs
belong in different categories.
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Several IPs have a high percentage of spare capacity. In this category belong
the supply Import Points from non EU members of Kipi (TK>GR) and
Beregdaróc (UA>HU), as well as the IPs of Csanádpalota (HU>RO), of Gorizia/
Šempeter (IT>SI), of Negru Voda 1 (RO>BG) and of Jidilovo (BG>MK).
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Some IPs seem to be physically congested, presenting a high average ratio of
“used over technical” capacity like the IP of Mosonmagyarovár (AT>HU) with
flows often higher than firm capacity over the period examined (Oct. 2011 to
Sept. 2013) while the majority of the IPs presents intermediate average usage
rates, showing however their maximum use close to or even exceeding the
declared firm technical capacity in peak demand situations.
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In some IPs we notice that the technical capacity in winter is higher than the
one in summer. This is due to the fact that in winter the gas flowing through the
IP is consumed within a shorter distance from the IP and is therefore subject to
lower pressure loss.
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Regarding the comparison between booking capacities and technical capaci-
ties, although we notice high average booking rates in the IPs of Oberkappel,
(AT>DE), Murfeld/ Ceršak (AT>SI), Baumgarten (SK>AT), Arnoldstein / Tarvi-
sio (AT> IT), Velké Kapušany (UA>SK), Lanžhot (SK>CZ), Negru Voda 2&3
(RO>BG), Jidilovo (BG>MK), Rogatec (SI >HR) and Kulata / Sidirokastro
(BG>GR), an easy conclusion on contractual congestion in all these IPs should
be avoided as the relevant graphs may correspond to very different situations
like, indicatively:
– In some cases shippers had proceeded, in the past, to long term booking
saturating the technical capacity. Such situations have been mitigated
with the progressive entry into force of CMP provisions and early imple-
mentation of CAM Network Code.
– in some cases, as the actual flows were reduced, the TSOs proceeded to
the sale of interruptible capacity to other shippers. This produces the im-
age of a congestion situation while an important part of capacity may be
available on a non-interruptible basis.
– in other cases TSOs may have reduced the technical capacity, leaving
however the margin imposed by the above Network Codes available, due
to the lack of capacity booking by shippers.
