The first meeting of the Dialogue Groups on Accelerated replacement of inefficient electric motors and Modal shift for freight transport was held on Tuesday 24 May 2022.

You can find attached to this post the agenda, presentation files and minutes.

The meeting presented the scope and the approach to develop the calculation methodologies for both Priority Actions. Then guest presentations shared experience from the Netherlands about electric motors (Maarten van Werkhoven, TPA adviseurs) and from France about modal shift for freight transport (Caroline Meunier, Total Energies)

Key points highlighted in the discussions:

(about Accelerated replacement of inefficient electric motors)

- Harmonised data about the number of running hours and load factors are more difficult to source, while efficiency values are standardised.

- One challenge about accelerated replacement is to determine how many years before the end of lifetime the motor is replaced.

- An alternative to indicative values is to use data monitored for the actions reported or a sample of actions. But default assumptions might still be needed about the replaced motors, when the information is no longer available.

- Whenever possible, this is more accurate to use ‘real-life’ data instead of default or standard values. However, in practice, it is not always possible to get data specific to each project, depending on the context.

- A full optimization (including about the installed power) requires a whole system approach. Information, capacity building and incentives are needed to make Minimum Energy Performance Standards fully effective and to tap the savings potential on the ‘motor system level’.

(about Modal shift for freight transport)

- Impossible to define standardised values at EU level for this action type. Only France has standardised methods for freight transport. Other countries report energy savings from freight transport, but not using deemed savings.

- The rail network density can be a limiting factor, meaning that a realistic assumption is that the freight volume could be at maximum doubled by 2030.

- One challenge is that freight can be both, national and international. Whereas only savings achieved within the Member State can be reported to the EED (both, Art.3 and Art.7). Assumptions might thus be needed to estimate the share of distances travelled on national terrirtory and abroad.

- National market data from professional organisations can provide indicative values for typical consumption per km (per mode), distances travelled (in the country and abroad) and operational lifetime (that can be used as proxy for the savings lifetime).