Energy demand/Description: Difference between revisions
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==Transport submodel== | ==Transport submodel== | ||
The transport submodel consists of two parts: passenger and freight transport. | |||
*A detailed description of the passenger part of the transport submodel (called TRAVEL) is provided by [[Girod et al., 2012]]. It considers 7 different travel modes (by foot, bicycle, bus, train, passenger vehicle, high-speed train, and aircraft). The structural change (SC) processes in the transport model are described by an explicit consideration of the modal split. Here, two main factors govern model behaviour, namely the near-constancy of the ‘travel time budget’ ([[HasAcronym::TTB]]) and the ‘travel money budget’ ([[HasAcronym::TMB]]) over a large range of incomes. These are used as constraints to describe transition processes among the seven main travel modes, on the basis of their relative costs and speed characteristics and the preferences for comfort levels and specific transport modes of consumers. | |||
*The freight transport submodel has a simpler structure. Here, the service demand is projected with constant elasticity of the industrial value added for each transport mode. In addition, demand sensitivity to transport prices is considered for each mode, depending on its share of energy costs in the total service costs. | *The freight transport submodel has a simpler structure. Here, the service demand is projected with constant elasticity of the industrial value added for each transport mode. In addition, demand sensitivity to transport prices is considered for each mode, depending on its share of energy costs in the total service costs. | ||
The efficiency changes within both passenger and freight transport (representing both the autonomous energy efficiency increase and the price-induced energy efficiency improvement parameters) are described by substitution processes among explicit technologies: i.e. vehicles with different energy efficiencies, costs and fuel type characteristics compete on the basis of preferences and total passenger-kilometre costs, using a multinomial logit equation. The efficiency of the existing transport fleet is determined, again, by a weighted average across the full fleet (a so-called vintage model, i.e. an explicit description of the efficiency in all single years). As each type of vehicle is assumed to use only one particular fuel type, this process also describes the fuel selection. | |||
==Residential submodel== | ==Residential submodel== | ||