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(Stand: 07.12.2021, 15:00 Uhr,
 S-Mitte, Amt für Umweltschutz)
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Assessment criteria

Major criteria for the assessment and prioritization of the measures developed within the climate protection scheme are, besides their potential for energy saving and emission reduction, the calculated costs as well as the time frame for the implementation. The quantification and allocation of the costs revealed partly significant differences between the measures of the energy and the traffic sector.

A significant part of the measures within the energy sector is based on the improvement or modification of technical installations in order to save energy. Additional operating costs are usually not to be expected. The implementation of most technical measures, which exceed the modifications provided for in the trend scenario, requires a weighing of costs and benefits. As a consequence, only measures with a positive cost-benefit ratio are generally realized by the investors. This makes clear that unprofitable measures need funding or a start-up financing in order to be implemented.

Other energy-related measures aim at reducing barriers which prevent the implementation of energy efficient measures. In this context, a quantification of the impacts is not always possible.

In contrast to the energy sector, most measures recommended for the traffic sector involve a changed behaviour of traffic participants, either through an actual modification of their road behaviour or through the use of alternative means of transport.

Investment costs and additional operating costs caused by the implementation of the measures are usually borne by public authorities. Those who benefit from the costs saved through a lower consumption of energy (fuel), however, are all traffic participants. This is why all investment costs and declared operating costs, less additional fare revenues and charges, are interpreted as funding.

The quantification of values of energy savings through a reduced consumption of fuel is always given after tax. For the sake of completeness, the quantification of the funding requirements must consider the 70 % taxes on fuel prices. The losses from omitted tax revenues through the saving of fuel can therefore be seen as hidden funding.

The cost savings from a reduced energy consumption are opposed to the annualized investment costs plus operating costs. It is usually the users who benefit from the realized savings here. What must be taken into account is the fact that the investor is not automatically the user.

The analysis at hand does not go into a detailed examination of use periods, a breakdown of different amortization periods for single components or the consideration of dynamic effects; this might be the starting point for deeper studies.


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