Transport Sector Final Report - National Environment Commission

༄ ། །ར ལ་ཡ ངས་མཐའ་འཁ ར་གནས་ས ངས་ལ ན་ཚ གས། National Environment Commission
National Environment Commission
Royal Government of Bhutan
P.O Box 466, Thimphu, Bhutan
www.nec.gov.bt
༄ ། །ར ལ་ཡ ངས་མཐའ་འཁ ར་གནས་ས ངས་ལ ན་ཚ གས། National Environment Commission
༄ ། །དཔལ་ལ ན་འབ ག་པ་ཕ གས་ལས་ར མ་ར ལ།།
CAPACITY BUILDING OF
NATIONAL ENVIRONMENT COMMISSION
IN CLIMATE CHANGE
TRANSPORT SECTOR
FINAL REPORT
ADB
May 2011
National Environment Commission Secretariat
Royal Government of Bhutan

Capacity Building of National Environment Commission
in Climate Change
TRANSPORT SECTOR
FINAL REPORT
(May 2011)
National Environment Commission Secretariat
Royal Government of Bhutan

Asian Development Bank Technical Assistance
(Japan Government Funded)
Project Management
Mr. Karma Tshering
Project Manager
National Environment Commission
Thimphu, Bhutan
Egis International Consultancy Firm, Paris, France
Mr. Alliam V. Transport Expert
Mr. Nanda Kishor Sharma, Local Consultant
1

TABLE OF CONTENT
1. INTRODUCTION ........................................................................................................................... 4
2. TRANSPORT EMISSION MITIGATION MEASURES ........................................................................ 4
2.1 Fleet structure ..................................................................................................................... 4
2.2 Fuel consumption ................................................................................................................ 6
2.3 Air quality status in Thimphu ............................................................................................... 8
2.4 Main possible mitigation measures ..................................................................................... 9
2.5 Existing mitigation measures in Thimphu ......................................................................... 10
2.5.1 Fuel quality improvement ..................................................................................... 10
2.5.2 Emission control .................................................................................................... 10
2.5.3 Training of drivers ................................................................................................. 11
2.5.4 Alternative vehicles ............................................................................................... 12
3 ACTIVITIES IMPLEMENTED ........................................................................................................ 13
3.1 The Model .......................................................................................................................... 13
3.2 Training .............................................................................................................................. 14
3.3 Electric vehicles ................................................................................................................. 15
3.4 Electric city buses .............................................................................................................. 15
3.5. Other activities .................................................................................................................. 16
3.5.1 Awareness materials ............................................................................................. 16
3.5.2 Fleet Management diagnosis ................................................................................ 16
3.5.3 Mass Transit Systems ............................................................................................ 18
3.5.4 Financing Information ........................................................................................... 20
4 ACTION PLAN ............................................................................................................................. 20
5 CONCLUSION ............................................................................................................................. 20
List of tables
Table 1 Estimated rolling stock on April 30, 2011 ................................................................................... 5
Table 2 Annual registration of new cars and taxis from 2006 to 2011 and cumulative: ........................ 5
Table 3 Fuel import evolution from 2005 to 2010 .................................................................................. 6
Table 4 Comparison of fuel tonnages imported and used ...................................................................... 7
Table 5 Fuel price evolution between December 2010 and April 2011 .................................................. 8
Table 6 Usual transport emissions mitigation measures ........................................................................ 9
Table 7 Vehicle emission standards in Bhutan ...................................................................................... 10
Table 8 Energy saving results of the pilot training course ..................................................................... 14
2

List of figures
Figure 1 Vehicle registration database .................................................................................................... 4
Figure 2 Car and taxi fleet trend (2007 / 2020) ....................................................................................... 6
Figure 3 Trend of transport fuel consumption (in tons) .......................................................................... 7
Figure 4 Daily average concentration of PM10 in Thimphu .................................................................... 9
Figure 5 Energy diagnosis scheme for fleet managers .......................................................................... 17
Figure 6 Linear approach with conventional articulated buses ............................................................ 19
Figure 7 Ring approach with electric trolleybuses ................................................................................ 19
List of photos
Photo 1 The NEC PM10 monitoring station ............................................................................................ 8
Photo 2 CO Measurement of a petrol powered vehicle ....................................................................... 10
Photo 3 Smoke automatic measurement devices for diesel engines ................................................... 11
Photo 4 A vocational training session in a private Thimphu driving school ......................................... 11
Photo 5 A driving simulator in a private Thimphu driving school ........................................................ 12
Photo 6 The Reva vehicle of the Renewable Energy Department of MoEA ......................................... 12
Photo 7 Cover page of Climate finance for sustainable transport ........................................................ 20
3

1. INTRODUCTION
Rapid urbanization and rising incomes have led to an explosive worldwide increase in the use
and number of private vehicles in urban areas. As traffic increases, so does the consumption of
fuels and corresponding emissions of GHGs, such as CO2, as well as all the other transport
pollutants such as particulate matters, and a declining quality of life (time and money losses due
to congestion, noise pollution, etc.).
As far as transport is concerned in this project, the Consultant’s assignment consists precisely in:
• Developing a model to estimate fuel consumptions and emissions of the road transport
and a corresponding guidebook, including specific application of the model for setting
up CDM baseline emission factors.
• Developing a short term recommendations (3/5 years) and a long term action plan (20
years), identifying roles for RSTA, NEC and the Energy Division of the MoEA for program
development and promotion of key measure.
• Implementing in-house training programs on CDM for NEC trainers and other officials
from NEC head and district offices and line ministries.
2. TRANSPORT EMISSION MITIGATION MEASURES
After a synthetic description of the existing situation in Bhutan and forecasts regarding the fleet
structure, the fossil fuel consumption and air quality, transport emission mitigation measures
already implemented are described.
2.1 Fleet structure
The analysis of the fleet structure has been done through the RSTA database where are
registered all the vehicles operating in Bhutan. To note that once registered, each vehicle keeps
its number till the end of its life.
This database, written with a Structured Query language (SQL), was containing 66 975 vehicles
on April 28, 2011. To note that an improvement process is on going to extract false records, fit
easier analysis tools, etc.
The following figure shows the transposition of the original database to a usual spreadsheet:
Source: RSTA
Figure 1 Vehicle registration database
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To facilitate his own treatment, the Consultant did a specific selection, keeping only light
vehicles including taxis, light duty vehicles, heavy duty vehicles and buses quoted as active in
the database, putting off motorcycles and civil work vehicles (graders, bulldozers, etc.).
The table below shows the synthetic results of the process:
Table 1 Estimated rolling stock on April 30, 2011
Source: RSTA
Comments:
• Light vehicles and taxis represent 81% of the fleet.
• Most of these vehicles are using petrol (74%).
The registration process of new cars and taxis is increasing rapidly and forecast made up to 2020
would lead to the following table and figure:
Table 2 Annual registration of new cars and taxis from 2006 to 2011 and cumulative:
Source: RSTA
The data for 2011 is based on the 1,833 vehicles already registered during the first 4 months of the
year.
5

Source: Egis
Figure 2 Car and taxi fleet trend (2007 / 2020)
According to this forecast, the fleet of active light vehicles and taxis would be around 80,000 in
2020!
2.2 Fuel consumption
One other approach to identify the link between the transport sector and emissions is to
analyse the recent evolution of fuel import through the three companies sharing the fuel
market in Bhutan (Duke Petroleum, Tashi and Damchen Petroleum).
Table 3 Fuel import evolution from 2005 to 2010
Source: Ministry of Economic Affairs / Department of Trade
Note: The Xtra fuels (Premium & Mile) are not available in all the gas stations. The high price of these
combustibles might explain the corresponding low and decreasing demand.
The total volume of fuel imported is about 110 million litres in 2010.
Selecting an average 0.8 kg/L density for the diesel and 0.75 kg/L density for the petrol, the
corresponding imported weights are about 68,800 tons for the diesel and 17,800 tons for the
petrol.
6

In order to check the due calibration of the Model (see paragraph 3.1), the estimated fuel
consumption has to be compared with the above mentioned fuel import. The following table
compares both data sets:
Table 4 Comparison of fuel tonnages imported and used
Source: Egis
The total of fuel imported in Bhutan is matching the total of fuel used in situ, assuming a correct
estimation of fuel used in small electric generation and industrial processes.
Accordingly, the transport sector consumed 38,100 tons of Diesel (56% of the corresponding
import) and 17,700 tons of Petrol (100% of the corresponding import) in 2010, emitting
respectively 121,000 tons and 56,000 tons of CO2.
The chart below is a forecast of fuel used in the transport sector up to 2020:
Source: Egis
Figure 3 Trend of transport fuel consumption (in tons)
The total in 2020 would be about 80,000 tons of fossil fuels used in the road transport sector.
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At last, regarding the fuel prices, the following table shows a strong increase in Diesel price:
Table 5 Fuel price evolution between December 2010 and April 2011
December 2010 May 2011 Increase rate
Petrol Regular 49.98 NU/L 53.93 NU/L 7.90 %
Diesel regular 37.24 NU/L 37.33 NU/L 0.20 %
Source: Egis
It is not easy to do previsions regarding the fuel price evolution. Nevertheless, a rate of 6% per
year has been selected in the Model.
2.3 Air quality status in Thimphu
Amongst numerous other attributions, the National Environment Commission is in charge of the
air quality monitoring in Bhutan.
There is presently one station operating in Thimphu which is measuring, since 2005, particulate
matters with a diameter lower than 10 μ (PM10) and the total suspended particulate matters
(TSPM) through a specific device fitted on the roof of the NEC building.
Four additional stations measuring PM10 are operating since January 2011 in Rinchending,
Gomtu and Pasakha near the border with India and Kanglung at the East of the country.
Photo 1 The NEC PM10 monitoring station
Source: Egis
According to available data, the PM10 concentration evolution over the 64 last months, from
January 2006 to April 2011, is as follows:
8

Figure 4 Daily average concentration of PM10 in Thimphu
Source: NEC
The trend appears as rapidly increasing, some values even overcoming 75 μg/m³, this late being
the highest level admitted for sensitive areas such as hospital or school areas.
Even if PM10 are not only produced by diesel engine vehicles (other particulate producers are
mainly building construction and wood fire cooking), the impact of road transport on these
concentrations is likely a large contributor. The best option to identify such a contribution
would be to know the NOx concentrations as mainly relevant of transport emissions. The
National Environmental Commission owning the due equipment and starting soon
corresponding measures, it will be possible to determine the percentage of PM10 coming from
the road transport.
2.4 Main possible mitigation measures
To mitigate these transport emissions, several options are available.
The following table lists the most usual actions to match this query:
Table 6 Usual transport emissions mitigation measures
Level Item Sample Topics
Institutional Regulation • Fuel quality improvement
Fiscal approach • Incentives / Penalties
Other • Promotion of alternative technologies
• Parking management
Users Training • Technical driving
Maintenance • Awareness campaigns
Urban Transport • Discovering walking / Urban transport / car sharing
Other • Awareness campaigns
Fleet management Maintenance • Predictive maintenance
Vehicle selection • Adequate powering and cinematic chain
Operation • Better loading / Reducing empty trips
Driver training • The most efficient (impact too on Road safety)
Technology Car fabricants • Engine improvement
Source: Egis
Other • New technologies
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2.5 Existing mitigation measures in Thimphu
Amongst the aforesaid mitigation measures, some of them have been already implemented in
Bhutan.
2.5.1 Fuel quality improvement
All the fuels being imported from India, their specifications 1
are matching the Indian ones
which are themselves respectively in accordance with the Euro II and Euro III norms. This is
particularly fruitful regarding the sulphur content, which is the most critical specification
regarding emissions. The present fuel quality can be consequently considered as acceptable.
To note that periodic fuel controls are implemented by the Ministry of Economic Affairs through
its own laboratory in order to guaranty a sustainable fuel quality.
2.5.2 Emission control
The following table shows the legal emissions limits in Bhutan:
Table 7 Vehicle emission standards in Bhutan
Fuel Type (Measurement done) Vehicles registered before Vehicles registered after
January 2005
January 2005
Petrol (% CO) 4.5 % 4 %
Diesel (HSU) 2
75
70
Source: National Environment Commission
The periodic control of these values (once a year for private vehicles and twice a year for
commercial vehicles) has been sub contracted to two private companies operating
simultaneously in Thimphu.
Photo 2 CO Measurement of a petrol powered vehicle
1 Corresponding figures are available through the document “Fuel and special products specifications”
elaborated in 2005 by the Ministry of economic Affairs and revised in October 2010
2 Hartridge Smoke Unit (Max = 100 for maximal opacity)
10

Photo 3 Smoke automatic measurement devices for diesel engines
Source: Egis
In 2006 20% of petrol engines and 14% of diesel engine were failing the test (Source: Bhutan
Transport 2040 Integrated Strategic Vision).
2.5.3 Training of drivers
The Ministry of Information and Communication implements periodically driver training courses
through its Road Safety and Transport Agency. These courses are mainly oriented towards road
safety issues, but already includes items relating to energy saving and pollution abatement.
Several private driving schools are also operating in Bhutan and provide preliminary as well as
vocational training sessions.
Photo 4 A vocational training session in a private Thimphu driving school
Source: Egis
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2.5.4 Alternative vehicles
Photo 5 A driving simulator in a private Thimphu driving school
Source: Egis
Three electric vehicles branded Reva are already used in Bhutan.
Photo 6 The Reva vehicle of the Renewable Energy Department of MoEA
Source: Egis
This zero emission vehicle (ZEV) is a two-door hatchback, able to carry two adults and two
children (≈230 kg) at a top speed of 80 km/h. The high torque of the engine at 52 Nm allows
strong accelerations while its 13 kW power peak ability allows easy hill climbing.
The charge time of its lead acid batteries is 8 hours for a 100% charge (80% in 2.5 hours).
Thanks to its regenerative braking device, the total travel distance is about 80 km between two
charges.
Other alternative technologies have been considered in the past, such as LPG or CNG, but
presenting the disadvantage to appeal to imported fuels and not economically attractive in
comparison with the Bhutanese electricity.
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3 ACTIVITIES IMPLEMENTED
Activities implemented during the missions of the Transport Specialist address the following
items:
• Model to estimate the fuel consumption and emissions.
• Impact analysis of driver training.
• Impact analysis of Electric Vehicles.
• Impact analysis of Electric city buses.
• Other activities:
o Elaboration of awareness materials.
o Preliminary energy diagnosis of a small truck fleet.
o Mass Transit Systems investigations.
o Financing information for mitigation measures.
3.1 The Model
A detailed presentation of this model developed through Microsoft® Excel and a presentation of
its various applications are proposed in the corresponding USERS’ GUIDE submitted in annex 02.
The present paragraph describes only its main outputs and main possible simulations:
Outputs at National and local levels:
• Estimation of the Petrol, Diesel, LPG fuel consumption of a vehicle flow, whatever its
average speed and the mileage.
• Estimation of the Petrol, Diesel, Liquid Gas Petroleum emissions (CO, CO2, NOx, VOC,
Particulates and SO2) of a vehicle flow, whatever its average speed and the mileage.
• Estimation of the electric consumption when using Electric Vehicles (cars, LDV, mass
transit systems).
Outputs at worldwide level:
• Estimation of the emissions alongside the oil chain (from well to wheel) from the oil
extraction process to the city distribution for conventional fuels used at national and
local levels.
• Estimation of the emissions alongside the oil chain (from well to wheel) in case of oil or
coal electric generation.
Possible simulations (impacts on the fuel consumption and emissions)
• Impact of the average flow speed.
• Identification of the optimal average speed thanks to the Excel solving tool.
• Impact of the fuel quality.
• Impact of the elevation of the study spot.
• Impact of the slope effect.
• Impact of the conventional vehicle technology improvement over the time.
• Impact of alternative fuels and/or alternative vehicles.
• Impact of a modal transfer from cars to mass urban transit.
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3.2 Training
Thanks to previous experiences of the Transport Specialist, the training to Eco-Driving of private
as well as professional drivers is one of the most powerful mitigation measures regarding
energy saving and emission decrease, as well as money saving thanks to associated
maintenance cost decrease.
For this reason, a two day pilot Eco-Driving course has been implemented over twelve trainers,
split over two groups, in the SAMTHANG Institute of Automobile Engineers located in Wangdue,
near Punakha.
The pilot course
The teaching methodology used as well as training details are provided in the corresponding
training report proposed in annex 03, while the main results are reminded hereafter:
Table 8 Energy saving results of the pilot training course
Source: Egis and SIAE
Putting aside the fifth experiment for which there is certainly some index mistake considering
the excellent Eco-Driving style of the corresponding driver, all the other tests lead to quite a
huge energy saving: at least 7% up to about 20% as far as litres are concerned.
The corresponding efficiency, expressed in km/l, increase from 8% up to 26%!
To note that the efficiency of this vehicle (Mazda T 3500) is often said as being around 3 or 4
km/l. The Eco-Driving style led here to an average value of about 12 km/l on plane routes and 9
km/l on hilly routes!
Applying roughly a 7% energy saving rate logged here to the 110 millions of fuel litres imported
in 2010 for the road transport sector, the corresponding saving would be about 7.7 millions of
fuel litres, to say 416 Millions NU at the present public sale price.
The number of foot breaking, relevant of the eco-Driving style, has been checked during some
tests. Nevertheless, the reduction reported is small due the high trainer skills of the trainees, all
of them using perfectly the engine break as well as the exhaust break already fitted on the
Mazda T3500. Accordingly the impact on the corresponding maintenance is small.
However, the reduction in engine revolutions and a better anticipation thanks to the Eco-
Driving, permit to estimate important maintenance cost savings, up to twice the energy saving
as observed by the transport specialist in many countries he has been working in.
14

These results are so encouraging, that a specific action form has been developed in order to
disseminate progressively similar actions to all the Bhutanese drivers.
Counterpart transfer
To note that all the teaching materials used during this course (presentations, figures, diagrams,
spreadsheets, technical figures) have been submitted to the General Manager of the
SAMTHANG Institute of Automobile Engineers, to the RSTA Counterpart, who has attended all
these training activities, and to NEC.
In addition, a DRIVING BOOKLET and a DRIVER TRAINER HANDBOOK have been elaborated for
further use. These documents are provided in annexes 04 & 05.
Dissemination
To identify the possible dissemination of the Eco-Driving style towards the private sector, the
Transport specialist has visited also private driving schools in Thimphu. The willingness to
implement such courses is evident and promising considering respectively the personal
involvement of the management staff and the high attention level of the audience here during
the visit.
Action Form
In order to help Bhutanese Authorities in implementing training courses to all drivers, a specific
action forma has been elaborated. See the detailed Form in annex 06.
3.3 Electric vehicles
A shown before, road transport figures in Bhutan are rapidly increasing and its dependence on
fossil fuels is deteriorating urban air quality. Considering the opportunity of using electricity as
energy for transport, the possible introduction of electric cars has been investigated.
Action Form
In order to help Bhutanese Authorities in promoting electric vehicles, a specific action form has
been elaborated. See the detailed Form in annex 07.
3.4 Electric city buses
Taking advantage again of the attractiveness of electric power bin Bhutan, the possible
introduction of electric city buses has been also investigated.
Action Form
In order to help Bhutanese Authorities in the decision to purchase or not electric city buses, a
specific action form has been elaborated. See the detailed Form in annex 08.
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3.5. Other activities
Four main additional activities have been implemented:
• Elaboration of awareness materials.
• Realisation of a quick energy diagnosis in small truck fleets.
• Investigations on Mass Transit Systems.
• Investigations on financing sources for Transport Mitigation measures.
3.5.1 Awareness materials
A successful implementation of mitigation measures needs the preliminary and permanent
information of Users to get their conviction and agreement of actions foreseen.
For this reason, two awareness materials have been elaborated:
• A leaflet entitled 10 simple attitudes to circulate reducing fuel consumption and
improving air quality.
• A press release for written press.
The present version of the leaflet submitted in annex 09 has been thought to be dispatched by
all the stakeholders of the project to as many persons as possible during public events
(seminars, forums, meetings, etc.). All the photos included are not presently showing Bhutanese
situations. The foresaid stakeholders would have to insert relevant and local scenes.
This leaflet would have also to be translated in national language.
In addition, it would be suitable to organise Prime Time Radio and TV programs dealing with
energy saving and pollution abatement in the transport sector as preliminary action to fight
against Climate Change.
3.5.2 Fleet Management diagnosis
The experience shows there is often a very important energy saving potential and possible
emission mitigation measures in vehicle fleets, in particular in truck fleets.
For this reason, the Transport Specialist and his Counterpart met few truck fleet managers for a
broad overview of fuel saving opportunities and promote future energy saving diagnosis.
Such energy diagnosis is based on a systemic approach including the analysis of:
• Fleet operation processes (loading rate, loaded / empty ratio).
• Technological items (adequacy of truck technical data to operation and routes).
• The driving style of professional drivers (driver skills regarding Eco-Driving).
• The maintenance policy (curative, systematic or predictive).
• The fuel consumption follow-up.
The following figure synthesizes the links between these items and their impact on the fuel
quality, emissions, Road Safety and fleet financial results:
16

Figure 5 Energy diagnosis scheme for fleet managers
Source: Egis
Overview of Bhutanese truck fleets
The annex 11 indicates the mains questions asked to truck fleet managers.
Most of the Bhutanese hauliers are truckers.
This means that they are working alone, being at the same time manager, driver and countable
of the only vehicle they have purchased with sometimes an important Bank Loan.
To note that actually whatever person is allowed to become haulier without any previous skill
control. The basic query is to get a permit in RSTA. This might explain there are many empty
trucks waiting for payload at the border for international transport or in the city for domestic
transport.
Operation
According to their cleverness truckers find or not payload.
Concerning international transport, about 50% of the trips are unfortunately empty, due to the
lack of goods to export.
Concerning domestic transport, truckers carrying building materials seem actually lucky due to
the present construction boom. Some truckers are able, for instance, to make about 25 trips per
month with sand between Punakha and Timphu.
17

Technology
Most of the trucks are 2 axles Tata units, mainly LPK 1613 or LPK 1615 3
.
4
The adequacy analysis of the engine, the cinematic chain and the wheels to Bhutanese
mountainous profiles show a small lack of power when climbing hard slopes. It is therefore
suggested to truckers mainly riding in mountains to do not hesitate in purchasing more
powerful engines. The corresponding fuel consumption would be even lower.
Maintenance
The maintenance strategy of the truckers is mainly a corrective strategy, waiting for failures
before to fix problems. This is unfortunately the worse strategy since it the most expensive. Of
course, financial capacities of truckers would have to be analysed to check if they have enough
cash to imagine a preventive maintenance policy.
Driving style
No driving tests have been done with truck drivers due to the lack of time.
Nevertheless, based on observations done during some journeys, most of truck drivers do not
know engine and exhaust braking. Using permanently the main foot brake, they are
deteriorating rapidly brake linings and drums and accelerating the waste of the tyres.
The proof is coming from truck drivers who mention the need to change linings every 23,000 km
and front tyres every 16,000 km. Eco-driving might lead to at least 50,000 km and 40,000 km
respectively, even with damaged roads.
Fuel efficiency
A 4.25 km/L is often reported by drivers with empty 16 tons trucks and 1.89 km/L with loaded
16 tons trucks. Eco driving would certainly permit to increase these performances.
3.5.3 Mass Transit Systems
Amongst the key options to reduce fuel consumption and emissions consists in promoting a
modal transfer from private cars to urban transport. Nevertheless, this transfer is possible only
if users have first an efficient network at their disposal. In spite of the daily prowess made by
the Postal Organisation to operate the urban transport network in Thimphu (see annex 07), it is
necessary to improve it and / or create new Big Transit Systems (BRT) with conventional buses
or trolleybuses.
A first approach is given in the study “City Bus Service Improvement Plan” done in 2010 by the
Department of Urban Development & Engineering Services of the Ministry of Works & Human
Settlements (DUDES/MOWHS) which is promoting diesel powered urban articulated buses on a
North/South route as shown below:
3 The two first digits indicate the admissible total weight of the truck (e.g. 16 tons for 1613) and the two
other digits on the engine power (e.g. 150 hp for 1615)
4 Refer to the driver booklet for the description of these terms.
18

Figure 6 Linear approach with conventional articulated buses
Source: DUDES/MOWHS
One other approach could be to implement trolleybuses using electric aerials on the Timphu
ring and access speedways, with small feeding city buses as schematised hereafter:
Source: Egis
Figure 7 Ring approach with electric trolleybuses
The main advantage of such trolleybuses is obviously the use of non polluting energy, while the
main disadvantage is the cost of aerial electric lines.
The quick financial analysis done by the transport specialist regarding the choice between two
conventional buses and two trolleybuses leads to a payback period of about 42 years.
Nevertheless, investments have been estimated without any in depth study. For this reason it is
recommended to NEC and urban transport stakeholders (Postal Organisation, Thimphu City
Corporation, DUDES) to launch a working group and make a detailed analysis on a final choice.
19

3.5.4 Financing Information
A working group managed by the German Cooperation has recently edited a document listing
the different options to finance mitigation measures:
Photo 7 Cover page of Climate finance for sustainable transport
The size of the document being important, it is suggested to readers to download it directly
through the following website: http://www.transport2012.org/
4 ACTION PLAN
The short term action plan is made of the three action forms already presented.
They are detailed in annexes 06, 07 & 08.
There are a number of alternative approaches to finance these pilot projects, but their relatively
small size would not certainly justify being a viable CDM project on its own.
This will be discussed during the end of the contract.
5 CONCLUSION
The present document does not pretend to give lessons but only give options for the future on
how to reduce road transport fossil fuel consumption and emissions.
Most of these options require a consensus between stakeholders before implementation and
final decisions to launch them, such decisions being possibly given to the National Environment
Commission.
20

Another role of NEC regarding Transport could be also to explain and convince Ministers,
Members of the Parliament, etc. on the importance to consider mitigation measures and
peculiarities of road transport. Due to the urgent improvement necessity of urban transport in
Thimphu, for example, Policy Makers would have to understand that corresponding bus
networks are always requiring subsidy up to 70%. It may appear as not fair to finance local
public services with national tax incomes, but it is certainly the price to pay to reduce fossil fuel
consumption and improve air quality.
List of persons met
National Environment Commission
UGYEN TSHEWANG
Secretary
NANDA KISHORE SHARMA
Project Coordinator
KARMA TSHERING
Project Manager
SONAM DAGAY
Assistant Environment Officer
TSHEWANG DORJI
Senior Environment Officer (Air Quality)
Ministry of Information and Communication
SONAM DENDUP
Planning Officer
KARMA PENBA
Road Safety and Transport Authority
Chief Planning Officer
THINGLAY NAMGAY
Road Safety and Transport Authority / Traffic management Division
Chief Engineer
SONAM WANGCHUK
Road Safety and Transport Authority / Traffic management Division
Mechanic Engineer, In charge of Training
21

Ministry of economic Affairs
MEWANG GYELTSHEN
Department of Energy / Renewable Energy Division
Chief Engineer
TSHERING
Department of Trade
Senior Program Officer
Thimphu City Corporation
KINLAY DORJEE
Thimphu Mayor
MINZUR DORJI
GYELTSHEN DUKPA
Postal Organisation (In charge of Urban Public Transport)
SONAM TSHERING
Western region
General Manager
SONAM TOBGYE
Operation
Manager
KELYANG NORBU
Operation
Deputy Manager
PHINTSHO DORJI
Administration & Finance
Manager
Public Driving Schools
SANGAY WANGCHUK
SAMTHANG Institute of Automobile Engineers (WANGDUE / PUNAKHA)
Principal
Private Driving Schools
NIDUP DORJEE
GANJUNG Driving Centre of excellence
Manager
Truck Fleet Managers
22

NETEN WANGDI
LABYANG DRUCKPA
Car dealing
KESANG WANGCHUK
Global Trade
Manager
RAKESH KUMAR SINGH
SAMDEN Vehicles / Tata Vehicles
General Manager
Emission Control Stations
UGYEN SINGYE DORJI
USD Enterprise
General Manager
International Experts
ARNOLD VAN BUUREN, JEAN FRANCOIS GAUTRIN & ROD STICKLAND
Bhutan Transport 2040 – Integrated Transport strategy Vision
23

Annex 1:
TRANSPORT EMISSIONS ESTIMATION MODEL
USERS’ GUIDE
1
(May 2011)

TABLE OF CONTENTS
1 INTRODUCTION .............................................................................................................................. 2
2 PRESENTATION OF THE MODEL ................................................................................................. 2
2.1 Methodological approach ......................................................................................................... 2
2.2 Description of the model .......................................................................................................... 3
2.2.2 Core page ............................................................................................................................ 4
2.2.3 Main other pages ................................................................................................................. 6
3 BASE LINE AND ‘’DO NOTHING’ SCENARIOS FOR THIMPHU ................................................. 13
3.1 Base line scenario ................................................................................................................. 16
3.2 ‘’Do nothing’’ scenario ............................................................................................................ 17
4 SAMPLES OF MITIGATION MEASURES ..................................................................................... 18
4.1 Impact of a car pooling approach .......................................................................................... 18
4.2 Impact of traffic management ................................................................................................ 19
4.3 Impact of a modal transfer from cars to urban transport ....................................................... 21
4.4 Impact of a fleet renewal ........................................................................................................ 22
4.5 Impact of a fair play driving style ........................................................................................... 23
4.6 Other Impact analysis ............................................................................................................ 24
5 CONCLUSION ................................................................................................................................ 24
6 ANNEXES ...................................................................................................................................... 25
6.1 Base pages details ................................................................................................................ 25
6.2 List of tables and figures ........................................................................................................ 27

1 INTRODUCTION
Rapid urbanization and rising incomes of users have led to an explosive worldwide
increase in the use and number of private vehicles in urban areas. As traffic increases,
so does the consumption of fossil fuels and corresponding emissions of Green House
Gases, such as CO2, as well as all many other transport pollutants such as particulate
matters, and a declining quality of life (time and money losses due to congestion, noise
pollution, road accidents, etc.).
As far as transport is concerned in this project, the Consultant’s assignment is precisely
to identify the present situation in Thimphu regarding emissions, their impact on air
quality and to look for possible mitigation measures in close cooperation with the
counterpart, namely the National Environment Commission (NEC), the Road Safety and
Transport Agency (RSTA) of the Ministry of Information & Communication and the
Energy Division of the Ministry of Economic Affairs.
To make easier the analysis of selected mitigation measures, a specific model has been
developed.
This model being quite sophisticated, in house training sessions have been
implemented to transfer the corresponding methodology and processes to the above
mentioned counterpart and in order to help other stakeholders who would like to take
advantage of this model, a Users’ Manual has been developed which is precisely the
present document.
2 PRESENTATION OF THE MODEL
The Model is mainly based on the findings of works carried out by a group of experts
involved in the European programs MEET (Methodology for calculating Transport
Emissions and Energy Consumption) and COPERT (Computer Program to Calculate
Emissions from Road Transport) on behalf of the European Agency of the Environment
(EAE).
2.1 METHODOLOGICAL APPROACH
The methodological approach of the model consists in applying emission factors to a
production as stated in the following relation:
Activity
Emission = Emission factor x Activity
The transport activity is expressed with flows of vehicles per time unit (hour, day, etc.)
on a given distance. If 500 vehicles are running every day, for instance, on a 50 km long
highway, the activity would be 2500 km/day.
Emission factors
The emission factors are expressed with grams per kilometre and per vehicle.
2

Emissions
Accordingly, emissions are expressed with grams per time duration (hour, day, etc.).
Nevertheless, considering that a flow of vehicles is made of several kinds of vehicles
(private cars, light duty vehicles, etc.) as well as several fuel powering sources, total
emissions are given by the following general formula:
Where:
E = (ΣECTi x Pi) x N x L
E is the emission in grams for the given time duration
ECTi is the emission factor in grams per kilometre and per "i" vehicle type
Pi is the presence rate of the type "i" vehicles on the infrastructure
N is the total number of vehicles (flow)
L is the length of the infrastructure
2.2 DESCRIPTION OF THE MODEL
To facilitate calculations, all these parameters and corresponding values have been
fitted in a Microsoft® Excel file entitled Transport Impact (Bhutan).
2.2.1 Opening page
When opening this file, an Introduction page is displayed 1
and several tabs allow surfing
over all the other pages as shown below:
1 The Excel Formula bar is put off when opening the file, but is on again when closing the file.
3

Figure 1 Opening page of the Model
Data pages related to emission factors are hidden, but easily displayed for eventual
further tuning. The annex 5.1 shows a sample of such a page.
2.2.2 Core page
The following figure shows the core page related to fuel consumption and emissions of
conventional vehicles (Petrol & Diesel powered engines):
4

Figure 2 Fuel consumption and emissions page for conventional vehicles
The only figures to fix are quoted in red or belonging to scrolling lists as shown
hereafter:
Figure 3 Sample of active cells and scrolling lists
After the due selection of the average speed o, the distance, the number of vehicles and
the estimation year, this page displays the fuel consumption and emissions in grams per
kilometre and per vehicle category according to the time unit selected.
As far as the number of vehicles is concerned, two options are proposed whether flows
are detailed or not:
• If detailed flow counts are available, the option Non Global has to be selected
and detailed data have to be filled up separately.
• If detailed flow counts are not available, the option Global has to be selected and
the total number of vehicles has to be filled up, the split over categories being
done automatically according to the yearly rolling stock sharing.
5

Regarding the time scale, the model allows making estimates up to 2040 through 5 year
steps.
The elevation is also taken into in account, since the fuel consumption is increasing by
about 10% every 1,000 m due the progressive loss of oxygen pressure. Bhutan having a
quite huge mountainous profile, this item is of main importance.
2.2.3 Main other pages
To apply the above mentioned methodology, many other pages are necessary to feed
the formulas.
They are described hereafter, specifying hypothesis done if any.
Fleet page
This page, which is the most difficult to complete amongst all the pages of the model,
details the car sharing between technological performances according to norms (101
classes) and time evolution.
Figure 4 Technological n evolution of the fleet
To fill up this table, the Consultant used the RSTA database where are registered all the
vehicles operating in Bhutan.
6

This database, written through a Structured Query language (SQL), was containing
66 975 vehicles on April 28, 2011. To note that its content is presently in an
improvement process to extract false records, make easier its analysis, etc.
To facilitate his own treatment, the Consultant did a specific selection, retaining finally
54 865 vehicles keeping only cars, light duty vehicles, heavy duty vehicles, buses and
motorcycles. Some of them are certainly out of order, owners forgetting as in many
countries to indicate if their vehicle is still on or not. Nevertheless, the base is assumed
as relevant.
The following figure shows the transposition of the original database to a usual
spreadsheet:
Source: RSTA
Figure 5 Vehicle registration database
Finally, thanks to various filters applied to the database, the fleet figures are calculated
through the intermediate Stat Analysis page of the model:
7

Fleet Bis page
Figure 6 Database analysis page
This page is only used to check the impact of the time evolution of the fleet sharing
between different kinds of vehicles (e.g. impact of a progressive modal transfer from
private cars to public transport).
This page is only addressing the yellow cells of the core page as shown hereafter:
Figure 7 Modal evolution page and relation with the core page
8

Fuel quality data page
COPERT formulas are based on fuels used when they have been elaborated in 1996.
Nevertheless, due to the impact of the fuel quality on emissions, in particular the sulphur
content, their specifications are permanently improved and the Model considers
adjustment formulas for petrol and diesel according to the year calculation.
All these data are located in the Fuels page
Figure 8 Fuel quality data page
The specifications introduced here are matching the Indian norms.
Slope effect page
Amongst the four forces applied to moving vehicles (aerodynamic, inertia, tyre friction
and slope), the slope force becomes very important in mountainous countries.
It is why the Slope Effect page estimates over emissions factors for heavy vehicles
(trucks with a weight between 3.5 tons and 44 tons).
Figure 9 Slope effect page
To note that emissions saved when descending hills do not compensate the overemissions
logged when climbing the same hills.
9

Alternative technology pages
To reduce energy dependency and emissions, many alternative fuels and vehicles, as
well as innovative technologies, have been investigated and/or developed.
The present Model considers the following technologies:
• Liquid petroleum Gas (LPG).
• Electric vehicles for mass transit systems (trams, trolleys, intermediate).
• Particle filters.
• Hybrid vehicles.
Liquid gas (LPG)
The page related to LPG results is shown below:
Figure 10 Consumption and emissions page related to LPG powered vehicles
Only private cars and light duty vehicles are considered by the Model since no formulas
exist for other vehicles. Nevertheless, the estimation is proposed for buses based on
observations done in France as follows:
Table 1 Gaps between conventional and LPG powered buses
Consumption CO CO2 NOx COV Particles
(weight) (weight) (weight) (weight) (weight) (weight)
Variation -13% -40% -10% -20% -80% NA
Source: French Agency for Environment and Energy Management (ADEME)
Remarks:
• Despite the lack of formula, LPG particle emissions are lower than diesel
particle emissions.
10

• Considering the calorific power of fuels, the LPG consumption in weight is
lower than the petrol and the diesel consumption, but greater in volume as
shown below:
Table 2 Fuel comparison table
LPG Petrol Diesel
Density (kg/L) 0.550 0.750 0.845
Calorific power (KCal/kg) 11 500 10 500 10 000
Energy equivalence (Kcal/L) 6 325 7 875 8 450
Volume equivalence
(Diesel = basis 100)
133 107 100
Weight equivalence
(Diesel = basis 100)
87 95 100
Source: French Agency for Environment and Energy Management (ADEME)
This table confirms LPG users’ opinion stating an overconsumption with LPG compared
to petrol and diesel. Nevertheless, they consider also the attractive LPG price 2
.
Electric Mass Transport Vehicles
The page related to electric vehicles is shown below:
Figure 11 Consumption page for electric vehicles
This page does not consider emissions, since there are no emissions at local level.
Nevertheless, the electric generation leading to potential emissions according to the
process, in particular coal or heavy fuel oil, this issue is considered in the chain emission
pages (cf. in the next paragraphs).
Vehicles fitted with a particle filter and hybrid vehicles
2 Average prices in Paris in May 2011: LPG 0.85 €/l, Diesel 1.35 €/l and Petrol 95 1.65 €/l.
11

If particle filters are fitted on vehicles or if hybrid vehicles are used, corresponding boxes
have to be ticked in the Petrol & Diesel Core page as shown below and emissions are
calculated accordingly.
Regarding hybrid vehicles, the average time spent using the electric powering has to be
selected.
Figure 12 Boxes to tick for particle filters and hybrid vehicles
Emissions “from the well to wheel” pages
The use of conventional fuels can lead to an emission transfer, considering the crude oil
transformation process, the transport of refined products and their distribution which is
the so called from well to wheel pollution.
The issue is the same, even worse, for alternative fuels. It is the case for example of fuel
cells for which the industrial hydrogen production can generate emissions greater than
emissions saved at local scale leading to a disadvantageous balance.
For this reasons, the Model considers also such chain emissions.
The figure below shows the corresponding page for petrol and diesel fuels:
Figure 13 Chain emission page for conventional vehicles
12

This page estimates emissions during:
• The extraction of crude oil.
• The different process steps of the refining.
• The maritime and/or inland transport.
• The final distribution, including evaporation.
Similar pages are available for LPG and electric vehicles.
Counting page
This page is made for introducing counting data on selected streets or avenues (e.g.
Norzin Lam) and test various working hypothesis (e.g. shift from conventional vehicles to
electric vehicles, average speed increase thanks to a new parking policy or a new traffic
management system, prohibition done to big vehicles to use some streets, etc.).
To avoid long manipulations, calculations are done automatically by pressing macro
instruction buttons as shown below:
Figure 14 Counting page
Difference between the base year and hypothesis done
3 BASE LINE AND ‘’DO NOTHING’ SCENARIOS FOR THIMPHU
Two recent counting results are available for Thimphu in the following studies:
• Transport Master Plan / Central Institute of Road Transport / India / 2006.
• City Bus Improvement Plan / DUDES MOWHS / 2010.
13
Macro

Transport Master Plan
This plan is addressing two check points, leading to the following table and chart:
Table 3 Flow surveys in 2006
Location Ways Daily Traffic
Counting Point 1 (OC1) Tashichhodzong - Babesa Expressway 1 789
Counting Point2 (OC2) Thimphu - Semtokha 701
Source: Transport Master Plan / Central Institute of Road Transport / India / 2006
Figure 15 Traffic peak hours in Thimphu
Source: Transport Master Plan / Central Institute of Road Transport / India / 2006
City Bus Improvement Plan
In the framework of this study, oriented towards the Urban Transport by buses, more
counting have been done as shown below:
14

Figure 16 Hourly fluctuation of PCUs in main streets
Source: City Bus Improvement Plan / DUDES MOWHS / 2010
Nevertheless, despite the quality of works done, both studies provide results with PCUs
(Passenger Cars Units) merging cars, light duty vehicles, Heavy Duty Vehicles, Buses,
etc. making impossible the due application of the COPERT Model which requires such
data to be relevant.
A new detailed counting being out of the scope of the present technical assistance, the
Transport Specialist did only himself a quick survey on Norzin Lam between 08 h 30 and
09 h 30 before the ‘’Clock Tower’’ on April 21, 2011:
Table 4 Traffic survey on Norzin Lam during the morning peak hour
Vehicles Number of vehicles
Cars & taxis 351
Light Duty Vehicles 57
Heavy Duty Vehicles 2
Buses 0
Coaches 0
Two Wheels 19
Total 429
Source: Egis
15

Remarks:
• The average speed of the flow on this section was about 20 km/h.
• The number of passengers inside cars has been also surveyed during this
counting. The result for cars & taxis is 626 persons, leading to a 1.78 occupancy
rate to be compared with the 4 usual available seats per unit, most of the taxis
being absolutely empty. This so disappointing result invites the Consultant in
choosing a car pooling approach amongst the first low cost mitigation measures.
3.1 BASE LINE SCENARIO
As explained before, the only actions to implement consist in filling red cells, tick cells
when necessary and select right data in scrolling lists.
For the present baseline scenario:
Speed & distance Flow Year Elevation
Results
The last line provides estimates and below, on the same page, a synthetic table:
16

Table 5 Baseline scenario / Norzin Lam / April 21, 2011 / morning peak hour (in grams)
With other words, the 429 vehicles counted in Norzin Lam during one hour spent about
30 litres of fossil fuel, generating 65 kilograms of CO2, 1.3 kilogram of CO, 138 grams of
NOx, 8 grams of PM10 and 9 grams of SO2.
3.2 ‘’DO NOTHING’’ SCENARIO
This scenario estimates the situation of Norzin Lam in 2020 without any mitigation
measure, with a linear evolution of the fleet according to the forecast based on the
recent fleet evolution.
Table 6 Traffic forecast on Norzin Lam during the morning peak hour
Number of vehicles Number of vehicles
Vehicles
(2010)
(2020)
Cars & taxis 351 849
Light Duty Vehicles 57 138
Heavy Duty Vehicles 2 5
Buses 0 0
Coaches 0 0
Two Wheels 19 46
Total 429 1 038
The simulation done through the Counting page leads to the following results:
Table 7 Impact of the ‘’do nothing’’ scenario
Source: Egis
17

Average increases are impressive and do not require comments!
Accordingly, what could be the impacts of mitigation measures?
4 SAMPLES OF MITIGATION MEASURES
Thanks to the model and the above mentioned baseline scenario, it is possible to test
the impact of various decisions or actions to reduce the fuel consumption and
emissions.
4.1 IMPACT OF A CAR POOLING APPROACH
As mentioned in the previous paragraph, the average occupancy rate of cars and taxis
reported during the survey is 1.78 persons per vehicle.
Thus, what could happen if, for instance, 100 drivers usually alone in their vehicle would
accept to travel with their friends or colleagues?
How to use the model for this query?
The best way is to consider a change in the number of vehicles considering 100 drivers
less corresponds to 100 vehicles less. In that case the occupancy rate would be 2.5
(626 persons split over 251 Cars & Taxis instead of 351 Cars & Taxis).
Changing the figure 351 to 251 in the Hypothesis table of the Counting page for Cars &
Taxis matches the query.
Results
The results are immediately displayed after use of the corresponding macro instruction
button:
Table 8 Impact of car pooling on consumption and emissions
Source: Egis
The results are impressive!
The fuel consumption decrease is respectively 23% and 29% and the CO2 emission
decrease in the same proportion (this is normal since CO2 emissions are directly
proportional to the fuel consumption). The CO emission decrease is respectively 22%
and 34%.
18

Without reaching drastic options like in some UK cities, where it is strictly forbidden to
enter in the city if you are not at least 3 persons in a car, it is recommended to
Bhutanese authorities to increase and promote awareness campaigns to this respect.
4.2 IMPACT OF TRAFFIC MANAGEMENT
A comprehensive traffic management study is also out of the scope of this technical
assistance, since it would need at least several months to do it.
Nevertheless, a very easy and costless mitigation measure could be undertaken rapidly
regarding the crossroad Norzin Lam / Chorten Lam.
Figure 17 Cross Road Norzin / Chorten Lams / Present situation
Chorten Lam
19
Norzin Lam

Figure 18 Cross Road Norzin / Chorten Lams / Improvement option
Chorten Lam
The present situation is characterised by:
• Numerous vehicles stopped on the left side of Norzin Lam (in red on Fig. 16).
• Only one line of vehicles able to move on Norzin Lam (in green on Fig. 16).
• No flow on Norzin Lam when the policeman is giving way from Chorten Lam.
The improvement option could consist in:
• Forbidding parking on the left side of Norzin lam to allow two files (in blue &
yellow).
• Allowing permanent turning left towards Chorten Lam whatever the policeman
position (in blue).
• Allowing short cutting regarding the policeman promontory when turning right (in
yellow).
How to use the model for checking the corresponding impact?
This option aims at increasing the average speed of the flow, as whatever traffic
management improvement.
Changing the figure 20 km/h to 30 km/h in the Hypothesis table of the Counting page for
Cars & Taxis, without changing the number of vehicles, match the query.
20
Norzin Lam

Results
The results are immediately displayed after use of the corresponding macro instruction
button:
Table 9 Impact of speed improvement on consumption and emissions
Source: Egis
The results are encouraging too, in particular regarding particulate matters whose
missions are very sensitive to the speed.
4.3 IMPACT OF A MODAL TRANSFER FROM CARS TO URBAN TRANSPORT
During the survey, 626 persons have been counted in cars and taxis. The question is to
identify the impact of a modal transfer of passengers from cars and taxis to city buses.
Assuming such a modal transfer for 200 persons, the car and taxi flow would decrease
for 112 units (200 / 1.78 average occupancy rate) while the number of buses required
would be 5 (5 x 40 seats).
How to use the model for checking the corresponding impact?
This option aims at decreasing the number of cars and taxis by 56 and increasing the
number of buses in the Hypothesis table of the Counting page.
Results
The fuel consumption as well as the pollutant emissions are decreasing, except for NOx
and particulates.
Source: Egis
21

In fact, most of the cars and taxis (76%) are using petrol which is not emitting particles
and few NOx compared to diesel engines. Accordingly, the emissions of buses for these
two elements are greater than the emissions saved at car level.
It gives an additional argument to the benefit of electric buses.
4.4 IMPACT OF A FLEET RENEWAL
Due to the technological evolution of engines and vehicle, the fuel consumption and
emissions are expected to decrease with the time.
How to use the model for checking the corresponding impact?
This option leads to select different values for the calculation year in the corresponding
scrolling list of the Petrol & Diesel page for selected distance, speed and fleet (e.g. 1 km
at 40 km/h and 1,000 vehicles, shared according to the global Bhutanese fleet
structure).
Results
The following chart, elaborated with the model, shows a stable evolution of CO2
evolution:
Figure 19 Time evolution of CO2 emissions of 1000 vehicles over 1 kilometre in Bhutan
Source: Egis
The result is surprising, but logical for the following reasons:
• The manufacturers, according to mandatory norms, did already huge efforts
regarding engines and, therefore, fuel consumption and emissions will not
decrease a lot during the coming years. The chart below illustrates for instance
the NOx normative evolution that tends to a final incompressible level.
22

Figure 20 Time evolution of NOx according to norms
Source: Egis
When considering now the low age of the Bhutanese fleet, (55% of the vehicles
are less than 5 years), we may assume that most of the vehicles have nearly
reached already their highest technological level.
• In addition, the progressive application of these norms needs more and more
sophisticated escape treatment devices which are consuming energy.
Remark
This last figure 19 is also interesting regarding the minimum of NOx emissions reached
around the same speed range whatever the norm, this minimum being quite the same
for all the other pollutants and the fuel consumption.
With other words, the optimal average speed range to minimise fuel consumption and
emissions is roughly about 60 / 70 km/h.
4.5 IMPACT OF A FAIR PLAY DRIVING STYLE
Everyone can permanently report lacks of fair play from many drivers who are creating
traffic jams in cross sections, leading to fuel over consumption and over emissions (as
well as Road Safety issues), only because they have a ‘’Me First’’ attitude.
The following sample photo is relevant to this respect, as well as stating other issues
such as the violation of parking rules:
Photo 1 Conflictive cross road (Chortem Lam / Dondrub Lam)
23

Source: Egis
Fuel saving thanks to a better traffic flow without such ‘’ME FIRST’’ attitudes is so
evident, that there is no need for a simulation.
People in charge of education and training have to go on promoting civic attitudes and
respect of others; ‘’Owning a vehicle is not owning the power’’.
4.6 OTHER IMPACT ANALYSIS
They are so many that it is impossible to describe here all the other possible impact
analysis.
Nonetheless, thanks to the know-how transfer to the local Counterpart and the present
manual, users are able to test by themselves a lot of mitigation measures.
5 CONCLUSION
‘’Pasted’’ vehicles
inside the stopped row
preventing vehicles turning right to do it.
Little space left between
this vehicle wanting absolutely the way
and this vehicle violating parking rules.
The author of the present USERS’ GUIDE hopes these lines will be helpful for road
transport stakeholders when using the Model.
24

This document, as well as the other productions and/or reports done in the framework of
the present ADB funded project shows it is not too late to act in reducing the fossil fuel
dependency of Bhutan and corresponding emissions. Some measure are really low cost
measures and socially acceptable.
6 ANNEXES
6.1 BASE PAGES DETAILS
Emission factor page
As mentioned in the introduction, the emission factors in grams/vehicle/km result from
the statistical process of thousands of tests and experiments implemented by all the
partners 3
of the MEET/COPERT programs in most of the European countries.
The following table provides, as a sample, the CO emission factors according to the
speed of the vehicle.
3 Coordinator: INRETS (France)
Main partners: AUTh (Greece), TRL (Great Britain), TÜV (Germany) & DTU (Denmark
Associated partners: ADEME (France), BMW (Germany), TUG (Austria), MIRA (Great Britain),
PSA (France), TNO (Netherlands), VTI (Sweden).
25

Figure 21 Base page for carbon monoxide emission factor
For instance, the value of 0,701 g/km for diesel cars with a less than 2 l cubic capacity
matching the EURO I norm results from the following formula (with a speed fixed at 23.5
km/h):
CO emission factor (function of the speed V) = 0.9337 - 0,017.V + 0,0001.V²
Similar formulas are provided for each vehicle category (cars, light duty vehicles, heavy
duty vehicles and buses) according to the fuel type (diesel, gasoline) and the fabrication
norms (before European norms, EURO I, etc.).
All the others emission factors (NOx, Particles etc.) have the same table structure.
26

6.2 LIST OF TABLES AND FIGURES
List of tables
Table 1 Gaps between conventional and LPG powered buses ............................................................ 10
Table 2 Fuel comparison table .............................................................................................................. 11
Table 3 Flow surveys in 2006 ................................................................................................................ 14
Table 4 Traffic survey on Norzin Lam during the morning peak hour ................................................... 15
Table 5 Baseline scenario / Norzin Lam / April 21, 2011 / morning peak hour (in grams) .................... 17
Table 6 Traffic forecast on Norzin Lam during the morning peak hour ................................................. 17
Table 7 Impact of the ‘’do nothing’’ scenario ......................................................................................... 17
Table 8 Impact of car pooling on consumption and emissions .............................................................. 18
Table 9 Impact of speed improvement on consumption and emissions ............................................... 21
List of figures
Figure 1 Opening page of the Model ....................................................................................................... 4
Figure 2 Fuel consumption and emissions page for conventional vehicles ............................................ 5
Figure 3 Sample of active cells and scrolling lists ................................................................................... 5
Figure 4 Technological n evolution of the fleet ........................................................................................ 6
Figure 5 Vehicle registration database .................................................................................................... 7
Figure 6 Database analysis page ............................................................................................................ 8
Figure 7 Modal evolution page and relation with the core page .............................................................. 8
Figure 8 Fuel quality data page ............................................................................................................... 9
Figure 9 Slope effect page ...................................................................................................................... 9
Figure 10 Consumption and emissions page related to LPG powered vehicles ................................... 10
Figure 11 Consumption page for electric vehicles ................................................................................ 11
Figure 12 Boxes to tick for particle filters and hybrid vehicles ............................................................... 12
Figure 13 Chain emission page for conventional vehicles .................................................................... 12
Figure 14 Counting page ....................................................................................................................... 13
Figure 15 Traffic peak hours in Thimphu ............................................................................................... 14
Figure 16 Hourly fluctuation of PCUs in main streets ............................................................................ 15
Figure 17 Cross Road Norzin / Chorten Lams / Present situation ........................................................ 19
Figure 18 Cross Road Norzin / Chorten Lams / Improvement option ................................................... 20
Figure 19 Time evolution of CO2 emissions of 1000 vehicles over 1 kilometre in Bhutan ................... 22
Figure 20 Time evolution of NOx according to norms ........................................................................... 23
Figure 21 Base page for carbon monoxide emission factor .................................................................. 26
27

Annex 2: Technical Driving Booklet
National Environmental Commission
Ministry of Information &Communication
Road Safety & transport Authority)
Ministry of Economic Affairs
Renewable Energy Division)
0
May 2011

Technical driving booklet content
Introduction ...................................................................................................................... 2
1. Engine characteristics .................................................................................................. 3
2. Gearbox and transmission ........................................................................................... 8
3. The gearbox use ........................................................................................................ 10
4. Gas pedal use ............................................................................................................ 12
5. Anticipating events ..................................................................................................... 13
Conclusion ..................................................................................................................... 14
1

Introduction
The fuel consumption of the road transport in Bhutan was about 110,000 million litres in 2010.
This value could reach about 150,000 million litres in 2015 if energy demand forecasts would be
confirmed. Thus, Bhutan could have to experience increasing economic difficulties, facing strong
additional energy requirement, to the detriment of its balance of trade.
In addition, such fossil fuel consumption leads to high pollutant emissions, including CO2, the
most important component of Green House Gases which contribute to Climate Change.
To tackle this situation, Bhutanese Authorities have decided to promote energy saving actions in
the framework of large ADB funded project, looking for mitigation measures to save energy in the
Transport Sector and reduce corresponding emissions.
During this project, driving tests 1 have been done to check energy saving opportunities and
indirect benefits related to driving style. The following table provides differences logged by
Bhutanese drivers after a specific training course:
Source: Egis Transport Specialist
It is easy to observe that fuel saving rates are rather strong (up to 20%), without spending too
much time.
Due to these encouraging results, it has been decided to make specific teaching materials.
The present booklet, written for professional drivers as well as non professional drivers is one of
these materials.
It explains basic principles of the Eco-Driving style and how to implement them.
1 In the SAMTHANG Institute of Automobile Engineers (Wangdue).
2

1. Engine characteristics
Usually, drivers consider only the maximum engine power of their vehicle.
In fact, engine performances are described by three main items:
• The torque, which can be compared to an haulage capability.
• The power, which can be compared to a speed capacity
• The specific fuel consumption which is the fuel quantity required to get one power unit by
hour.
These parameters are expressed with specific units:
• The torque, with mN (meter.Newton) or mkg (meter.kilogramme).
• The power, with kW (kilowatt)
• The specific fuel consumption with g/kWh (grammes by kilowatt-hour).
These parameters depend of the number of engine revolutions per minute and are usually
presented with curves that give the engine picture
kW
Power curve
Rpm
mN
Torque curve
3
Rpm
g/kWh
Fuel consumption curve
Rpm

These curves permit to identify the fuel efficiency range or the GREEN RANGE, so entitled due
to the colour used sometimes on tachometers to log it.
Let us take curves of one sample engine:
Maximum Power: 226 kW at 2200 rpm
kW
250
200
150
100
50
0
800 1000 1200 1400 1600 1800 2000 2200
Maximal Torque: 1285 mN at 1200 rpm
mN
1300
1200
1100
1000
900
RPM
x100
800
800 1000 1200 1400 1600 1800 2000 2200
4

Fuel consumption minimal: 208 g/kW at 1200 rpm
g/kWh
250
230
210
190
170
150
800 1000 1200 1400 1600 1800 2000 2200
In that case, the GREEN RANGE is logged between 1100 rpm and 1600 rpm.
Indeed, it is easy to verify that:
• Below 1100 rpm:
The balance is negative.
The torque is rapidly decreasing,
The fuel consumption is increasing,
The power is quite low (150 kW only).
• Above 1600 rpm
The balance is also negative.
The torque is decreasing again,
The fuel consumption becomes high,
The power is poorly increasing
The ORANGE RANGE (in this case from 1600 to 2000 rpm) may be used exceptionally,
for instance when climbing up hills.
The RED RANGE (in this case beyond 2000 rpm) must never be used due to engine break
risks.
5

To conclude:
But do not forget:
THIS SAMPLE ENGINE
has to be managed between 1200 and 1800 rpm
EVERY ENGINE HAS ITS OWN CHARACTERISTICS
6

If we look at curves of this Cummins engine, for instance, we can observe they have the same
shape as the sample but different values:
In that case, the GREEN RANGE is logged between 1600 rpm and 1700 rpm.
So, drivers using this vehicle have to manage it as often as possible inside this range.
Regarding private cars, manufacturers generally provide an INSTRUCTION BOOKLET which
does not show curves themselves, but the above mentioned characteristics in relation with the
corresponding number of revolutions per minute of the engine. If the booklet is not available, it is
useful to request this information near the car dealer.
Unfortunately, it is very usual to do not have any tachometer on the dashboard. But the
knowledge of the cinematic chain (see paragraph 2. Gearbox and transmission and paragraph 3.
Choice of gearbox positions) permits to achieve a technical driving style in spite of this.
7

2. Gearbox and transmission
The gearbox, the rear axle and wheels are transmission systems that permit the engine to drag
the vehicle whatever its weight and road conditions.
According to gearbox ratios, transmission axle values and wheel circumference, vehicles can
have various speeds for a same number of engine revolutions. The table below shows, for
example, speeds in km/h for a sample vehicle with a 6.19 transmission axle and 3.35 m
circumference wheels for every gearbox position:
Gearbox positions
1400 1600 1800 2200
1 7.03 6.5 7.4 8.3 10.2
2 4.09 11.1 12.7 14.3 17.5
3 2.70 16.8 19.2 21.6 26.5
4 1.88 24.2 27.6 31.1 38.0
5 1.35 33.7 38.5 43.3 52.9
6 1.00 45.5 52.0 58.4 71.4
Gearbox position ratios
8
Rpm
Speed (km/h)

To make easier the comprehension of such a table it is usual to elaborate the corresponding
chart:
With data of the sample vehicle, this chart is the following:
80
70
60
50
km/h
40
30
20
10
0
Every oblique line characterises a gearbox position (1, 2, 3, 4, 5 & 6) and permit to identify:
• The vehicle speed in relation with the engine number of revolutions
or
• The engine number of revolutions in relation with the vehicle speed.
For instance, blue lines show that:
Sample Vehicle
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Rpm
• This vehicle can run at nearly 60 km/h (exactly 58.4 km/h), with the 6th position of the
gearbox, for 1800 rpm.
• The engine is revolving at 1200 rpm, with the 5th position, when the vehicle is running
at 30 km/h.
9
6
5
4
3
2
1

3. The gearbox use
The best way to use the gearbox, results from the application of the GREEN RANGE to
the speed diagram.
The following chart shows the result of such an application to the sample vehicle:
80
70
60
50
40
30
2
1
0
Sample Vehicle
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Rp
m
The present gearbox scaling permits to select a proper gearbox position without going out of the
GREEN RANGE.
For instance, when accelerating, it is not necessary to ‘’push’’ the 4th position of the gearbox over
1750 rpm, since it is possible to ‘’catch’’ the fifth one, without losing the speed of the vehicle
(about 30 km/h).
If there are many passengers in the bus or heavy load, it is possible to ‘’push’’ slightly the fourth
up to 1800 rpm to have more power, but not more.
This methodology is applicable for all the other gearbox positions, except for the first which has
only to be used to give movement to the vehicle.
At last, this chart shows clearly that if there is no tachometer on the dashboard, it is easy to have
a technical driving style, saving energy and reducing emissions, thanks to indexes pasted on the
speedometer (only, obviously, if this one is working and properly calibrated ....) in front of speed
values to do not pass.
10

In the present case (only with the above mentioned configuration) these indexes would have to
be pasted like this:
• Gearbox position 2: 15 km/h
• Gearbox position 3: 22 km/h
• Gearbox position 4: 31 km/h
• Gearbox position 5: 43 km/h
11

4. Gas pedal use
The use of the gas pedal is determined by two principles:
• The fuel consumption chart
• The optimal mixture of fuel, air and heat.
• The fuel consumption chart
The fuel consumption curve described at the beginning of this booklet comes from a 3D chart
established by engineers.
Consumption
FUEL CONSUMPTION
245
225
205
185
165
145
800
1200
1600
2000
rpm
12
75%
100%
Pedal
This chart confirms that fuel consumption is lower for a due number of revolutions of the engine,
but also for a due position of the gas pedal.
THUS IT IS BETTER TO PUT THE GAS PEDAL AT ABOUT 75% THAN TO PUT IT FULL.
• The optimal mixture of fuel, air and heat.
Engines are working thanks to a proper mixture of fuel, air, and heat as simplified below:
Air
Fuel
This mixture has to be optimal. Although engines are equipped with high return regulation
devices, the gas pedal use has a strong impact on this mixture.
Heat
THUS, IT IS BETTER TO USE GENTLY THE GAS PEDAL than to use it as a fuel pump.

5. Anticipating events
Beyond a technical use of the engine, the gearbox and the gas pedal, professional drivers
HAVE TO ANTICIPATE EVENTS.
This driving attitude is very useful for many reasons:
• To save energy
Indeed, anticipation permits to sustain a rather constant speed, guarantee of low fuel
consumption. Avoiding, for example, to have to stop at red traffic lights and to start again
when the way is free provides high energy saving.
• To avoid road accidents
Generally, one second is passing between the perception of an obstacle and the
beginning of brake use and distances covered during this space of time can be important:
Speed Distance covered
during 1 second
50 km/h 14 m
80 km/h 22 m
120 km/h 36 m
A nice driving attitude consists in using always the 3 SECONDS RULE.
It consists in maintaining at least 3 seconds between his own vehicle and other vehicles
ahead.
Obviously, it is strongly recommended to have courteous comportment.
All these behaviours characterise professional drivers.
13

Conclusion
Technical driving permits to save energy.
Nevertheless, fuel efficiency is also linked to the mechanical state of the vehicle. Trucks and
buses cannot give what they are unable to provide if maintenance is poor.
But maintenance is not only the fact of mechanics and of workshop responsible.
Professional drivers have also to contribute to maintenance. They would have to:
Every day before to start:
Every week:
Always:
• Check fluid levels (water, oil, etc.).
• Check the correct work of all dashboard indicators.
• Walk around the vehicle looking for eventual technical problems (lacks of oil, tyre
state, etc.).
• Check themselves air pressure of tyres.
• Listen to unusual noises of the engine and the vehicle.
• Look at unusual smoke colours (Black, blue or white).
• Follow-up water temperature and oil pressure indicators.
IF SOMETHING IS WRONG ON YOUR VEHICLE,
TELL IT IMMEDIATLY TO YOUR WORKSHOP RESPONSIBLE.
14

Annex 3:Trainer Handbook for Technical Driving
National Environmental Commission
Ministry of Information &Communication
Road Safety & transport Authority)
Ministry of Economic Affairs
Renewable Energy Division)
1
(May 2011)

Trainer Handbook Content
Introduction ...................................................................................................................... 3
1. Technical driving .......................................................................................................... 4
1.1. Basic concepts of physic ...................................................................................... 4
1.1.1. Forces ........................................................................................................... 4
1.1.2. Work of a force .............................................................................................. 5
1.1.3. Torque ........................................................................................................... 5
1.1.4. Power ............................................................................................................ 6
1.2. Forces applied to vehicles and Technical driving ................................................. 6
1.2.1. Forces and vehicles....................................................................................... 6
1.2.2. Required power ............................................................................................. 9
1.2.3. Available power and technical driving principles ......................................... 10
1.2.4. Other technical driving attitudes .................................................................. 17
2. Organisation of driver training courses ...................................................................... 20
2.1. Training duration ................................................................................................. 20
2.2. Teaching equipment and materials ..................................................................... 20
2.2.1. Teaching equipment .................................................................................... 20
2.2.2. Teaching materials ...................................................................................... 21
2.3. Training evaluation ............................................................................................. 22
3. Annexes ..................................................................................................................... 24
2

Introduction
The fuel consumption of the road transport in Bhutan was about 110,000 million litres in 2010.
This value could reach about 150,000 million litres in 2015 if energy demand forecasts would be
confirmed. Thus, Bhutan could have to experience increasing economic difficulties, facing strong
additional energy requirement, to the detriment of its balance of trade.
In addition, such fossil fuel consumption leads to high pollutant emissions, including CO2, the
most important component of Green House Gases which contribute to Climate Change.
To tackle this situation, Bhutanese Authorities have decided to promote energy saving actions in
the framework of large ADB funded project, looking for mitigation measures to save energy in the
Transport Sector and reduce corresponding emissions.
During this project, driving tests1 have been done to check energy saving opportunities and
indirect benefits related to driving style. The following table provides differences logged by
Bhutanese drivers after a specific training course:
Source: Egis Transport Specialist
It is easy to observe that:
• Fuel saving rates are rather strong.
• Benefits induced on brake and clutch uses are very high.
• The speed is quite the same even driving in such a way.
It is easy to observe that fuel saving rates are rather strong (up to 20%), without spending too
much time.
Due to these encouraging results, it has been decided to make specific teaching materials.
The present handbook, written for professional trainers, is one of these materials.
It is made up of two main chapters:
• Technical driving.
• Organisation of driver training courses.
1 In the SAMTHANG Institute of Automobile Engineers (Wangdue).
3

1. Technical driving
This chapter aims at detailing the theoretical content to be developed during energy saving or
Eco-Driving seminars for drivers. Although it may sometimes appear as too much simple, it
reflects what have been already teached to thousands of drivers with successful results in a lot of
countries2. Furthermore it is worth to note that even if drivers are high skilled, they often forgot
basic concepts learnt at school or during further skill improvement.
For these reasons, it is necessary to remind basic concepts of physic before to introduce the due
technical driving attitudes.
1.1. Basic concepts of physic
The number of concepts is obviously reduced to the bare essentials. It mainly deals with forces,
torque and power.
1.1.1. Forces
A force is a physic magnitude that is expressed by:
• Its application point.
• Its way.
• Its direction.
• Its intensity.
To visualise such a force Physicians use a vector. For instance a force F1, applied on a point A
with a 0°angle with the horizontal line and oriented to the right will be charted as below:
A F1
The force intensity unit is named Newton and symbolised by N.
One Newton is the intensity of a force that gives an acceleration of 1m/s 2 to a 1 kg mass.
This definition shows the relation between mass and force:
Force = mass x acceleration
2 Evaluation done near 10 000 French professional drivers brought to a 12% energy saving.
4

Everything, due to the gravity effect, receives a vertical force oriented to the bottom, with an
intensity which is the mathematical product of its own mass by the gravity acceleration
(9.81 m/s 2 ).
Example: a person weighting 75 kg receives such a force with an intensity of 735.75 N.
1.1.2. Work of a force
When the application point of a force is moving, a work is generated.
The work generated by a force F moving on a distance d is expressed by:
W = F x d
The work intensity unit is named Joule (or Newton.metre) and symbolised by J (or Nm).
One Joule is the intensity of a work provided by a 1 N force moving over 1 meter.
1 J = 1 N x 1 m ===> 1 J = 1 N.m
If there is an angle of Ø degrees between the force direction and the moving direction the work
will be expressed by:
W = F x d x cosØ
The cosine values are provided by tables or calculating machines.
1.1.3. Torque
Some mechanisms need specific dispositions of forces. If we consider for instance a steering
wheel, drivers have to apply two parallel forces but in opposite directions. It is a Torque.
The torque intensity unit is also the N.m.
B
5
A
• O

1.1.4. Power
As stated before, the work concept takes into account the shifting of a force but does not take
into account the time duration. The power concept does it:
P = W/t
The power intensity unit is named Watt and is symbolised by W.
A Watt is the power developed by a 1 N.m work during 1 second.
Some technical documents are also using hp (horse power) or cv (cheval vapeur) as power unit.
The corresponding conversion factors are:
1 hp = 745 W
1 cv = 736 W
1kW = 1.36 cv
1.2. Forces applied to vehicles and Technical driving
Above mentioned concepts of physic are concerned with vehicles and have to be assimilated to
understand technical driving techniques.
1.2.1. Forces and vehicles
Engines have to overcome 4 forces that come in conflict with the movement of the vehicle.
• The aerodynamic force.
• The road friction force.
• The slope force.
• The inertia force.
THE AERODYNAMIC FORCE
The movement of a vehicle comes in conflict in the air and finds expression in a force as shown
below.
6
G
Fa
>

The intensity of this force is calculated by the following formula:
Where:
F 1 = ½ ρ C x S V 2
F1 = aerodynamic force (in N),
ρ = air density (about 1.2 kg/m3 at 20° and 1.016 bar),
S = front area (in m2 ),
Cx = aerodynamic factor (between 0.1 and 1),
V ² = square velocity (in m/s2 ).
To reduce this force, and thus fuel consumption, vehicle manufacturers try to reduce S and Cx (egg shape, cabin deflectors, etc.). Drivers may reduce V (speed), S and Cx (windows closed, no
roof rack, etc.).
THE ROAD FRICTION FORCE
The contact of tyres on the ground generates a road friction force.
The intensity of this force is calculated by the following formula:
Where:
F 2 = K . m . g
F2 = road friction force (in N),
K = road friction factor (in kg/tonne),
m = mass of the vehicle (in tons),
g = gravity (9.81 m/s2 ).
7

To reduce this force, and thus fuel consumption, tire manufacturers reduce K (shape, size, rubber
quality, etc.). Users may reduce also this value by periodic tuning of air pressure and rubber
carving.
THE SLOPE FORCE
As explained above (see § 111. Forces) everything is subject to the gravity force. However in
case of slope, this gravity force generates a slope force as shown below:
Gravity force
8
Slope force
The intensity of this force is calculated by the following formula:
Where:
F 3 = m . g . sin α
F3 = slope force (in N),
m = mass of the vehicle (in kg),
g = gravity (9.81 m/s2 )
α = angle between the horizontal line and the slope.
If α = 0° (no slope), sin α = 0 and F3 = 0.
If, for instance, α = 10° (3)
, thus sin α = 0.1737 and F3 = 64,761 N for a truck of 38 tonnes.
To reduce this force, and thus fuel consumption, main options consist in reducing slope angle
(motor ways) and mass of vehicles (avoiding for instance overloading).
THE INERTIA FORCE
(3) Up to 7° it is allowed to mismatch the angle and the slope rate.

When it is necessary to modify the speed of a moving thing, a force named inertia force arises
from this attempt.
The intensity of this force is calculated by the following formula:
Where:
F 4 = m . γ . i
F4 = inertia force (in N),
m = mass of the vehicle (in Kg),
γ = vehicle acceleration (in m/s2) ,
i = rotating parts inertia transformation factor.
To reduce this force, and thus fuel consumption, vehicle manufacturers reduce the mass and the
i factor. Users may reduce also the vehicle mass (avoiding overloading) and above all bγ, in
particular in urban flows, anticipating traffic jams, red traffic lights, etc.
SYNTHESIS
ROAD Flat Flat Flat Slope up Slope down Flat
SPEED Acceleration Constant Urban Constant Constant Deceleration
AERODYNAMIC +
ROAD FRICTION + + + + + +
INERTIA + + -
SLOPE + -
1.2.2. Required power
The resulting force is:
F = F 1 + F 2 + F 3 + F 4
To know the corresponding and required power, this force is multiplied by the speed:
Where:
P = F x V
P = required power (in Watt)
F = sum of forces applied to the vehicle (in N)
V = vehicle speed (in m/s)
9

The chart below shows the required power for a truck of 38 tons:
With:
S = 9 m ²
Cx = 0,9
m = 15 T
K = 6 Kg/T
α = 2%
γ = 0,01 m/s2 i = 1,5
500
400
300
HP
200
100
0
POWER
0 10 20 30 40 50 60 70 80 90 100 110 120
Speed
10
Aerodinamic
Slope
Inertia
Road friction
The Excel application to calculate the required power and to display the chart has been provided
to NEC, RSTA and the SAMTHANG Institute of Automobile Engineers.
1.2.3. Available power and technical driving principles
The available power corresponds to the engine power which has to be transmitted to wheels and
therefore, it is necessary to know more about the engine and the cinematic chain.
1.2.3.1. The engine
Manufacturers provide for every engine three specific curves.
• The power curve (in W),
• The torque curve (in Nm),
• The fuel consumption curve (in g/hp/h grammes of combustible by hp and by hour).

kW
Power curve
Rpm
The torque corresponds to the engine ability to get efficient accelerations.
For instance, buses have a strong torque at a low rpm level to get efficient accelerations at a low
speed level and racing cars have a strong torque at a high rpm level to get efficient accelerations
at a high speed level.
The power and torque curves have a maximum peak and the fuel consumption curve has a
minimum peak.
The fuel consumption curve is the result of a 3D chart
Consumption
mN
Torque curve
FUEL CONSUMPTION
245
225
205
185
165
145
800
1200
1600
2000
rpm
11
Rpm
4/4
3/4
2/4
g/kWh
Fuel consumption curve
Load
Rpm

The engine load is not the truck load. It is allowed to simplify by saying it corresponds to the gas
pedal position, this pedal having to be managed softly, like a plume.
These various charts allow imagining the most important technical driving principle:
The drivers have to select the optimal gas pedal position and the optimal number of
revolutions of the engine to stay in the lower part of this 3D curve.
This is the GREEN RANGE concept, so entitled due to the colour used on dashboard tachometers
to log it.
1.2.3.2. The cinematic chain
Available power is then transmitted to wheels by the cinematic chain which is made up of the
gearbox, the differential and wheels.
Wheels
For buses and trucks the size is usually 11.00 x 22 (these values express in inches the width and
the internal diameter of tyres). Obviously many other sizes exist. The above size leads to a girth
of about 3.50 m (depending on the tyre wear).
12
RPM
x100

Gearbox and differential
These two elements allow increasing and/or decreasing the torque and the engine power
according to the road kind (mountain, plain, etc.).
Speed chart
The following formula allows calculating the vehicle speed (in km/h) according to data selected
for every previous component:
Where:
V = (60 x N x c) / (1000 x R1 x R2)
V is the vehicle speed (in Km/h),
N is the number of revs,
c is the tyre circumference (in m),
R1 is the gearbox ratio according to the gearbox position,
R2 is the axle ratio.
According to gearbox ratios, transmission axle values and wheel circumference, vehicles can
have various speeds for a same number of engine revolutions. The table below shows, for
example, speeds in km/h logged by a bus with a 6.19 transmission axle and 3.35 m
circumference wheels for every gearbox position:
Gearbox positions
1400 1600 1800 2200
1 7.03 6.5 7.4 8.3 10.2
2 4.09 11.1 12.7 14.3 17.5
3 2.70 16.8 19.2 21.6 26.5
4 1.88 24.2 27.6 31.1 38.0
5 1.35 33.7 38.5 43.3 52.9
6 1.00 45.5 52.0 58.4 71.4
Gearbox position ratios
To make easier the comprehension of such a table it is usual to elaborate the corresponding
chart:
13
Rpm
Speed (km/h)

With data of this vehicle, this chart is the following:
80
70
60
50
km/h
40
30
20
10
0
Every oblique line characterises a gearbox position (1, 2, 3, etc.) and permit to identify:
• The vehicle speed in relation with the engine number of revolutions
or
• The engine number of revolutions in relation with the vehicle speed.
For instance, blue lines show that:
Sample Vehicle
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Rpm
• This vehicle can run at nearly 60 km/h (exactly 58.4 km/h), with the 6th position of the
gearbox, for 1800 rpm.
• The engine is revolving at 1200 rpm, with the 5th position, when the vehicle is running at
30 km/h.
Application of the GREEN RANGE to the speed diagram
permits to deduce the best way to manage the gearbox.
14

The following chart shows the result of such an application to the sample vehicle:
80
70
60
50
km/h
40
30
20
10
0
Sample Vehicle
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Rpm
The gearbox scaling permits to select a proper gearbox position without going out of the GREEN
RANGE.
For instance, when accelerating, it is not necessary to ‘’push’’ the 4th position of the gearbox over
1750 rpm, since it is possible to ‘’catch’’ the fifth one, without losing the speed of the vehicle
(about 30 km/h). If there are many passengers in the bus or more load, it is possible to ‘’push’’
slightly the fourth up to 1800 rpm to have more power, but not more.
This methodology is applicable for all the other gearbox positions, except for the first which has
only to be used to give movement to the vehicle.
At last, this chart shows clearly that if there is no tachometer on the dashboard, it is easy to have
a technical driving style saving energy thanks to indexes pasted on the speedometer (only,
obviously, if this one is working and properly calibrated ....) in front of speed values to do not
pass.
In this case (only with the above mentioned configuration) these indexes would have to be pasted
like this:
• Gearbox position 2: 15 km/h
• Gearbox position 3: 22 km/h
• Gearbox position 4: 31 km/h
• Gearbox position 5: 43 km/h
The Excel application to draw up this speed diagram has been provided to NEC, RSTA and the
SAMTHANG Institute of Automobile Engineers.
15

1.2.3.3. Anticipating events
Beyond a technical use of the engine, the gearbox and the gas pedal, professional drivers
HAVE TO ANTICIPATE EVENTS.
This driving attitude is very useful for many reasons:
• To save energy
Indeed, anticipation permits to sustain a rather constant speed, guarantee of a low fuel
consumption. Avoiding, for example, to have to stop at red traffic lights and to start again
when the way is free provide high energy saving.
• To avoid road accidents
Generally, one second is passing between the perception of an obstacle and the
beginning of brake use and distances covered during this space of time can be important:
Speed Distance covered
during 1 second
50 km/h 14 m
80 km/h 22 m
120 km/h 36 m
A nice driving attitude consists in using always the 3 SECONDS RULE.
It consists in maintaining at least 3 seconds between his own vehicle and other vehicles ahead.
16

1.2.4. Other technical driving attitudes
The following items detail some attitudes with the vehicle that drivers would have to achieve.
1.2.4.1. Checking before to go
Airline pilots read a check list before to go. Vehicle drivers would have to do the same and check
at least and do the following operations:
a. Under the vehicle
− absence of water or oil on the ground
b. Engine
− liquid levels (water, oil, etc.)
− belts (driving, fans, etc.)
− general aspect.
c. On board
− brakes
− all the indicators (brakes, pressure, etc.).
d. Start the engine
(see next paragraph on how to do)
− oil pressure
− switch on the lights
e. Walk around the vehicle
− the body
− tyres
− lights
− drain air tanks
f. Again on board
− panel instrument.
− adjustment of the seat and mirrors
− check of the brakes
− lock the safety belt.
17

1.2.4.2. Engine use
Driving using the tachometer
Old vehicles were noisy and ancient drivers remember they were driving with ears. With new
vehicles things are slightly different. Engines are very quiet (sometimes at the back in the case of
buses). Thus, soundproofing is such that now it is quite impossible to drive with ears. The only
option is to use the tachometer.
Engine starting
With gasoline engines it is not necessary to stay for warming-up. The small size of engines and
thermostat use allow starting the vehicle at once after starting engine.
With diesel engines it is not exactly the same. Diesel engines need a minimal homogeneous
temperature to get the best efficiency. Nevertheless it is not necessary to wait too much since
diesel engines need to be "loaded" to warm up. The rule would be to start the vehicle as soon as
air tanks are full.
The first kilometres
It is not advisable to force the engine during the first 20 kilometres. These kilometres are
necessary to reach the sufficient fluidity of the various oils.
Driving on motor ways and high speed roads
If the cinematic chain is well selected, drivers are able to respect legal or company's speed limits
managing the vehicle in good conditions. Drivers have to locate the needle of the tachometer in
the green range.
In the opposite drivers will have to run the engine outside of the green range.
Sloping up
Drivers have to select the gearbox ratio that allows them to drive inside the green range. Thus
the torque will be maximum and the fuel consumption minimum.
Sloping down
To save energy and brake blocks and to improve road safety it is advised to use normal engine
braking very efficient with diesel engines. Engine braking has to be done also in the green range.
To simplify one can say that if a slope was up with the fourth of the gearbox it has to be down
with the same gearbox position.
Slowing down equipment has to be used mainly to slow down before obstacles.
18

Urban driving
Starts, accelerations and stops (usual in urban traffic) lead to a high fuel consumption level.
To reduce the corresponding fuel consumption drivers would have to:
− avoid over running the engine
− avoid strong accelerations
− try to sustain a constant speed.
If the speed is steady the fuel consumption will be lower. So drivers have to drive anticipating
obstacles, traffic lights, etc. The best way is to let at least 3 seconds (this means 30 metros at 36
km/h) between its own vehicle and other vehicles whatever circumstances.
Engine stopping
It is better to wait some seconds before to stop the engine after long trips. This will allow parts,
oil, water, etc. to reach a stabilised temperature. This is particularly true for turbo chargers.
Stopping such an engine too early would lead to run the turbine at more than 100 000 rpm
without lubricant.
19

2. Organisation of driver training courses
Human resource training is often described as a skill improvement of and a ‘’know how’’ transfer.
Driver training to energy saving may receive the same definition.
To drive properly, drivers need to know a set of basic items and know how to drive technically. It
is why a due driver training course have to mix theoretical and practical parts.
Nevertheless, driver training presents also some features doing it very specific:
• Training duration may be short.
• Teaching equipment and materials are quite reduced and of common use.
• Training results may be checked immediately at the end of the training.
2.1. Training duration
When planed pilot training may have a many months duration, driver training to energy saving
and Eco-Driving may be quite short.
With drivers already holding their driving license (trainers have to check this point before practical
exercises ...) courses may have a no more than 5 days, for example, for 8 bus drivers. In the
case of a personal training 1 day appears as sufficient.
2.2. Teaching equipment and materials
2.2.1. Teaching equipment
Teaching rooms
If driver trainers are already working in a driving school or in a specific fleet training centre, they
will take advantage of existing rooms and corresponding spare parts and other cut away engines
or mechanical devices generally available.
In the opposite case, it would be suitable to find a room of a sufficient surface to work with
trainees in good space conditions.
A blackboard is at least required. The best would be obviously a video projection device to fit with
a computer.
Whatever the room and to make easier communications between the trainer and trainees, the
following table disposition is strongly recommended:
Trainer desk
V
Trainees’ tables
20

It would be suitable to definitively forget the traditional classroom disposition which reminds,
sometimes, very ‘’bad souvenirs’’ from school.
Vehicles
Since such seminars require the implementation of practical exercises, a training vehicle is quite
unavoidable. It is recommended to get the same kind of vehicle that trainees use to drive (bus for
bus drivers, or cars for car drivers, etc.). The best option consists in getting the own vehicle of
trainees (when it is not so, trainees like to say it would be impossible to save energy with their
vehicle ...).
The vehicle kind is very important since it determines the number of trainees and the general
seminar organisation.
If it is easy, for example, to organise an 8 or 10 bus driver seminar with a bus, since it will permit
to install all the trainees on board. It becomes more difficult with truck drivers, since it is quite
difficult to install more than 3 persons on board. To solve this difficulty the main options consist in
doing the driving experiment with 2 or 3 trainers and 2 or 3 school trucks or, if it is not too much
expensive, to dedicate a truck for training after a due cabin length and size extension.
Fuel consumption control devices
According to available founds, two main methods are used to check fuel consumption.
Although they are quite expensive, flowmeters and corresponding onboard indicators are
recommended. Advantages are obvious. Such equipment permits to save time. After a driving
test, all data are collected on board and set up to 0 in a short time (see some devices in annex).
If trainers do not have at their disposal flowmeters, the traditional method ‘’full tank at the
beginning / full tank at the end’’ with a graduated glass container may be perfectly used.
This method may be improved by use of an external removable tank to increase data reliability.
Doing so, fuel levels checking may done with better conditions (horizontally, at the same place,
with a same temperature, etc.).
At last, additional devices for checking brakes and clutch use are very useful and avoid the
tiresome aspect of ‘’manually’’ counting them.
2.2.2. Teaching materials
It is recommended to give at the end of courses a memorandum of technical driving principles.
The booklet done in the framework of the present project can be dispatched.
Furthermore, all the charts and figures provided in both materials may be directly used by trainers
during courses. Experience shows they are very efficient.
21

2.3. Training evaluation
The above mentioned mixing of theoretical and practical parts during the seminar makes easy
the immediate evaluation of the driver training course.
Methodology consists in doing a « before / after » evaluation.
Thus, after a small introduction of the seminar, trainers would have to:
• Implement a free driving test, checking at least fuel consumption, trip time, number of
brakes and clutch use.
• Provide the theoretical content.
• Implement a technical driving test on the same trip with in similar conditions, checking
same indicators as above.
Gaps between the 2 tests lead to the evaluation.
The chart and the teaching form below indicate, for example, what could be the general
organisation of a seminar for 4 minibus drivers during 5 days with a school minibus:
Days
1 Morning
Afternoon
2 Morning
Afternoon
3 Morning
Afternoon
4 Morning
Afternoon
5 Morning
Afternoon
Theoretical part
22
Practical part

In this example, the reduced number of trainees permits to increase the test duration and the
training efficiency. In that case, test duration could reach 2 hours for each of the trainees (2 tests
during the afternoon and 2 tests during the morning).
Once more such a methodology « before / after » has to be fitted according to the number of
trainees, the availability of trainers, of teaching equipment and materials, etc.
Driver training course teaching form
Target audience
Professional drivers’ trainers
Objectives
At the end of the course, every trainee will be able to reduce his own fuel consumption.
Course duration
5 days.
Number of participants
4 minibus drivers.
Content
1. Presentation of the seminar (0.5 day
2. Driving style test (1 day)
Trainees will realise a driving test on a route they will choose. During this trip, some
parameters
will be collected such as fuel consumption, trip time, distance, number of brakes use,
number of clutch use, etc.
3. Technical driving principles (1,5 days)
Explanation on the technical driving style.
Forces
Torque
Power
Engine characteristics (green range)
Gearbox characteristics
Rear axle ratio
Technical driving
4. Technical style test (1 day)
Trainees will realise again the same trip they did during the first test, driving with a
technical driving style. During this trip, the above mentioned parameters will be collected.
5. Styles comparison and conclusion (1 day)
The parameters differences will allow drawing conclusions and evaluating styles
differences.
23

3. Annex. Useful training devices
External REVMETER (if not already fitted in the vehicle) to check if the driver is working in the
‘Green Range’:
External FUEL FLOWMETER to identify precisely the instantaneous or cumulated fuel
consumption:
Sensor Indicator
(two for diesel engine to deduce
the back to tank flow)
Modern ON BOARD COMPUTER (speed, driving time, consumption, number of braking use,
accident analysis is any, etc.):
24

Annex 4: Pilot Eco-Driving Training Report
Training objective
Check the impact of the Eco-Driving style on the fuel consumption.
Target trainees
Twelve professional driver trainers of the SAMTHANG Institute of Automobile Engineers.
Teaching objectives
At the end of the training session, each trainee had to be able to:
• Describe possible actions to reduce the fuel consumption of vehicles
• Describe and apply the main Eco-Driving attitudes.
• Describe the main impact on air quality.
Teaching Methodology
The teaching methodology is a three step approach:
• Step 1. Free driving style with a selected vehicle and on a selected route.
• Step 2. In house theoretical course.
• Step 3. Eco-Driving style application with the same vehicle on the same route.
The comparison of data identified during steps 1 & 3 (fuel consumption, use of the gearbox, use
of the brakes, use of the clutch, anticipation attitude) leads to the teaching evaluation.
This methodology has been applied to the two groups (one day for each group), not all the
drivers implementing the practical exercises due to a lack of time.
Two routes had been selected: one with a plane profile, passing near the Punakha Dzong, and
the other with a mountainous profile.
The selected vehicle was a Mazda bus T3500.
To note that without any mechanical or electronic flow meter, the fuel consumption was
measure through a full tank / full tank method.
Teaching content
The teaching theoretical content is mainly made of technical explanations, through a Power
Point presentation, showing:
• Energy losses in a vehicle.
• Forces applied to vehicles.
• Engine power required to balance these forces.
• Engine curves (Torque, Power and Specific fuel consumption).
• Gearbox diagram.
• Eco-Driving techniques (Green ranging, Plume footing and Peak cutting).
• Impact on emissions and air quality.
• Alternative technologies.
1

Evaluation
The training evaluation is made of the comparison of the free driving style of the step 1 and the
Eco-Driving style of the step 2.
The following table synthesises such results:
Source: Egis and SIAE
Table 1 Energy saving results of the pilot training course
Putting aside the fifth experiment for which there is certainly some index mistake considering
the excellent Eco-Driving style of the corresponding driver, all the other tests lead to quite a
huge energy saving: at least 7% up to about 20% as far as litres are concerned.
The corresponding efficiency, expressed in km/l, increase from 8% up to 26%!
To note that the fuel efficiency of this vehicle (Mazda T 3500) is often said as being around 3 or
4 km/l. The Eco-Driving style led here to an average value of about 12 km/l on plane routes and
9 km/l on hilly routes!
Applying roughly a 7% energy saving rate logged here to the 110 millions of fuel litres imported
in 2010, the corresponding saving would be about 7.7 millions of fuel litres, to say 416 Millions
NU at the present public sale price.
The number of foot breaking, relevant of the eco-Driving style, has been checked during some
tests. Nevertheless, the reduction reported is small due the high trainer skills of the trainees, all
of them using perfectly the engine break as well as the exhaust break already fitted on the
Mazda T3500. Accordingly the impact on the corresponding maintenance is small.
However, the reduction in engine revolutions and a better anticipation thanks to the Eco-
Driving, permit to estimate important maintenance cost savings, up to twice the energy saving
as observed by the transport specialist in many countries he has been working in.
Teaching materials
All the teaching materials used during this course (presentations, figures, diagrams,
spreadsheets, technical figures) have been submitted to the General Manager of the
SAMTHANG Institute of Automobile Engineers, to the RSTA Counterpart and to NEC.
In addition, a DRIVING BOOKLET and a DRIVER TRAINER HANDBOOK have been elaborated for
further use and are submitted separately.
2

Photos of the session
Refuelling the Mazda T3500 In the classroom
Advise during the Eco-Driving exercise Explanations in situ to the Group
Opening the duel tank gate Evaluation of the wheel circumference
3

Annex 5: Project Form n°1
Project field: Transport Mitigation Measures
Project title: Training of Drivers
1. Principles and general objective of the project
Road transport figures in Bhutan are rapidly increasing and the country’s dependence on fossil
fuels, deteriorating urban air quality and increased in greenhouse gases make it important to
look for mitigation measures in this sector.
Amongst these mitigation measures, the training of drivers, professional or not, through Eco-
Driving is one of the most efficient.
To test Bhutanese opportunities regarding Eco-Driving, the Transport Specialist launched a pilot
project in the SAMTHANG Institute of Automobile Engineers with twelve professional driver
trainers.
Main features are described in the annex 1 and the table below shows the main results of this
experiment, comparing fuel consumptions between a preliminary freestyle driving and the Eco-
Driving style:
Source: Egis and SIAE
Energy saving results of the pilot training course
Putting aside the fifth experiment for which there is certainly some index mistake or a vapour
lock issue in the tank, all the other tests lead to quite a huge energy saving, from about 7% up to
about 20% as far as litres are concerned.
The corresponding efficiency, expressed in km/l, increases from 8% up to 26%!
When the efficiency of the vehicle used for the training (Mazda T 3500) is often said as being
around 3 or 4 km/l, the Eco-Driving style led here to an average value of about 12 km/l on a flat
routes and 9 km/l on a hilly route!
Applying roughly a 7% energy saving rate logged here to the 56,000 tons of fuels imported in
2010 for the road transport sector, the corresponding saving would be about 4,000 tons.
1

The number of foot breaking, relevant of the eco-Driving style, has been checked during some
tests. Nevertheless, the reduction reported is small due the high trainer skills of the trainees, all
of them using perfectly the engine break as well as the exhaust break already fitted on the
Mazda T3500. Accordingly the impact on the corresponding brake maintenance is small.
However, the reduction in engine revolutions and a better anticipation thanks to the Eco-
Driving, permit to estimate important maintenance cost savings, up to twice the energy saving
as observed by the transport specialist in many countries he has been working in.
2. Description of the project and specific objectives
The proposed project consists in training progressively at least 1,000 Bhutanese drivers every
year with a two phase approach:
• Phase 1. Training of all the Bhutanese trainers from the public and private sectors.
• Phase 2. Training of all the Bhutanese drivers by the Bhutanese trainers.
Phase 1
Taking advantage of the previous experience of Eco-Driving of the SAMTHANG Institute of
Automobile Engineers, the first phase would be implemented in this Institute through three day
training sessions over the first year of the project. These sessions are supposed to be financed
with public funds.
Phase 2
During this phase all the trainers trained will train drivers in their respective driving schools.
Most of them being private training schools, each manager will make his case of the required
investments and running costs of his own entity, fixing himself training fees for trainees in order
to balance his accounts.
3. Beneficiaries, stakeholders and implementation body
The Beneficiaries of this pilot project are mainly:
• Thimphu car owners who will reduce the operating cost of their vehicle.
• Thimphu inhabitants who will take advantage of a better air quality.
• The Nation who will reduce fossil fuel import cost.
• Neighbouring countries that will take advantage of a lower emission of GHG.
The main stakeholders of this pilot project are mainly:
• The National Environmental Commission;
• The Ministry of Information & Communication through the Road Safety & transport
Authority:
• The Ministry of Economic Affairs, through its Energy Department;
• The Ministry of Finances.
2

The Royal Government of Bhutan will decide about the entity to be selected as Implementation
Body. Nevertheless, the Consultant proposes the RSTA to act as such a body.
4. Financial and economic analysis
The financial analysis aims at checking the attractiveness of such an Eco Driving attitude for a
vehicle owner. The annex 2 of the form shows the corresponding spreadsheet.
Assuming a training cost of 6,000 NU, the payback period for a Marutti owner using his car
12,000 km/year would be about 6 months, thanks to energy and maintenance savings logged.
The economic analysis aims at checking the attractiveness of the project for the Government.
The annex 3 shows the corresponding spreadsheet.
For a preliminary governmental investment of 2,300,000 NU and initial running costs for the
first year of 4,800,000 NU, the annual energy saving would of 3 million litres after 5 years and
the annual CO2 emission abatement of about 700 tons after 5 years.
Conclusion
These attractive results depend obviously of the initial parameters introduced in the
spreadsheet.
Present inputs have been introduced by the Consultant according to figures and data made
available to him and/or according to his own estimates.
Nevertheless, whatever User wishing to make himself his own calculation and estimate can do
it, since all the spreadsheets used here are have been left to the Beneficiaries of the project.
All these files have been made as toolkits for decision makers and the final decision concerning
the implementation or not of the project do not depend of the Consultant.
5. Obstacles
The main obstacle to the successful implementation of this project is the psychological
resistance of users to change their behaviour.
Nevertheless, the individual money saving thanks to Eco-Driving would certainly contribute to a
quick penetration of the project.
6. Recommendations
Beyond the economic viability of this project, it will be essential to show and disseminate the
politic willingness of the Government to promote Eco-Driving to reduce the fossil fuel
dependency of Bhutan and to reduce emissions of Green House Gases.
3

For this purpose, the Consultant made a set of awareness materials submitted separately:
• A leaflet entitled ‘’10 simple attitudes to circulate reducing fuel consumption and
improving air quality’’ for wide dissemination, to be edited and dispatched to as many
drivers as possible in driving schools and/or in events related to energy saving.
• A press release extolling the merits of Eco-Driving and the above mentioned 10 simple
attitudes to save energy.
7. Planning
The table below presents the proposed planning for this project:
4

8. Annexes
8.1. Annex 1. Main features of the Eco-Driving training
Teaching objectives
At the end of the training session, each trainee had to be able to:
• Describe possible actions to reduce the fuel consumption of vehicles
• Describe and apply the main Eco-Driving attitudes.
• Describe the main impact on air quality.
Teaching Methodology
The teaching methodology is a three step approach:
• Step 1. Free driving style with a selected vehicle and on a selected route.
• Step 2. In house theoretical course.
• Step 3. Eco-Driving style application with the same vehicle on the same route.
The comparison of data identified during steps 1 & 3 (fuel consumption, use of the gearbox, use
of the brakes, use of the clutch, anticipation attitude) leads to the teaching evaluation.
This methodology has been applied to the two groups (one day for each group), not all the
drivers implementing the practical exercises due to a lack of time.
Two routes had been selected: one with a plane profile, passing near the Punakha Dzong, and
the other with a mountainous profile.
The selected vehicle was a Mazda bus T3500.
To note that without any mechanical or electronic flow meter, the fuel consumption was
measure through a full tank / full tank method.
Teaching content
The teaching theoretical content is mainly made of technical explanations, through a Power
Point presentation, showing:
• Energy losses in a vehicle.
• Forces applied to vehicles.
• Engine power required to balance these forces.
• Engine curves (Torque, Power and Specific fuel consumption).
• Gearbox diagram.
• Eco-Driving techniques (Green ranging, Plume footing and Peak cutting).
• Impact on emissions and air quality.
• Alternative technologies.
Teaching materials
All the teaching materials used during this course (presentations, figures, diagrams,
spreadsheets, technical figures) have been submitted to the General Manager of the
SAMTHANG Institute of Automobile Engineers, to the RSTA Counterpart and to NEC.
In addition, a DRIVING BOOKLET and a DRIVER TRAINER HANDBOOK have been elaborated for
further use and are submitted separately.
5

8.2. Annex 2. Financial analysis of the project
6

8.3. Annex 3. Economic analysis of the project
7

Annex 6: Project Form n°2
Project field: Transport Mitigation Measures
Project title: Pilot implementation of EV cars in Thimphu
1. Principles and general objectives of the pilot project
Road transport figures in Bhutan are rapidly increasing and the country’s dependence on fossil
fuels, deteriorating urban air quality and increased in greenhouse gases make it important to
look for mitigation measures in this sector.
Based on this observation, the Consultant proposes to take advantage of the hydro electric
performances of Bhutan to promote the use of Electric Vehicles, in particular in Thimphu. The
aim would be to undertake a pilot project that would test the viability of promoting a large-scale
subsidy program for electric vehicles.
Accordingly, the general objectives of this Pilot Project are to:
• Reduce the fossil fuel consumption and the corresponding budget.
• Reduce pollutant emissions and in particular CO2 emissions.
2. Description of the project and specific objectives
The proposed project consists of promoting Electric Cars, after a due in situ previous
experimentation with 5 cars and then through eventual subsidies to private persons and/or
companies, in order to have 2000 electric cars instead of 2000 new conventional cars over 5
years.
Accordingly, the specific objectives of this Pilot Project are to:
• Phase 1. Purchase and test five electric vehicles.
• Phase 2. According to test results, provide subsidies to 50 private and/or public owners.
3. Beneficiaries, stakeholders and implementation body
The Beneficiaries of this pilot project are mainly:
• Thimphu car owners who will reduce the operating cost of their vehicle.
• Thimphu inhabitants who will take advantage of a better air quality.
• The Nation will reduce fossil fuel import cost and increase energy supply security.
• Neighbouring countries that will take advantage of a lower emission of GHG.
1

The main stakeholders of this pilot project are mainly:
• The National Environmental Commission;
• The Ministry of Information & Communication through the Road Safety & transport
Authority:
• The Ministry of Economic Affairs, through its Energy Department;
• The Ministry of Finances.
The Royal Government of Bhutan will decide about the entity to be selected as Implementation
Body. Nevertheless, the Consultant proposes the RSTA to act as such a body.
4. Financial and economic analysis
This analysis is split over:
• Individual analysis, at users’ level.
• Collective analysis, at Government level.
4.1. Individual analysis
This analysis consists on identifying if it interesting or not, for a private person or a fleet
manager, to purchase an electric vehicle compared to a conventional vehicle. It would be
indeed of no use for the Government to identify eventual subsidy ways and means if users had
no personal interest in it.
Two vehicles have been considered for the present analysis:
• The REVA car.
• The VOLT car.
Why these two vehicles?
The REVA1, produced by RECC in India (Reva Electric Car Company), presents the advantage to
be already known from Bhutanese people (three of them are presently circulating in Thimphu)
and imported from India with reduced import transport costs. Its small size makes it easy to
drive in the narrow streets of Thimphu and is ideal for short urban displacements (about 80 km
between two battery charging cycles) for one or two persons and small luggage. Nevertheless,
this late advantage becomes a disadvantage for many people who use their vehicle on longer
distances, with more passengers and with more luggages. Therefore, a second car is proposed.
The VOLT2
, produced by Chevrolet in United States of America and elected as the Green Car of
year 2011, presents the advantage to be a true Sedan style and allow longer trips for more
passengers, but the disadvantage of not being 100% electric. Indeed, a small thermic engine3 recharges the batteries when riding if the batteries are discharged.
1 Please refer to http://www.revaindia.com/specifications.html for technical specifications.
2 Please refer to http://www.chevrolet.com/volt/ for technical specifications.
3 To not confuse with hybrid cars whose thermic engine gives power to the wheels.
2

The REVA in use in Thimphu and the Chevy VOLT
The users’ choice will therefore depend on their needs and the investment they are ready to do.
The REVA would be the right choice for short urban trips in the city and for one or two persons
(administrative fleets, private persons using only their vehicle for shopping or working trips) or
even longer trips (e.g. round trip Thimphu / Paro if recharging batteries in Paro for a couple of
hours). Concerning the investment, the payback period is about 2 years without any public
subsidy.
The VOLT would be more suitable for users making suburban family trips and assorted luggage.
Nevertheless, the initial investment is higher and would please only to high income families,
except if the government accepts to provide public subsidies.
Investments, benefits and running costs
Calculations have been done through spreadsheets submitted in annex 1.
Mains hypothesis done for investments, benefits and running costs are detailed in the files
themselves.
To note that green vehicles are already imported free of custom duties and sale price taxes,
actually 35% of the vehicle cost, according to the spirit of the NEP Act through its article 78
addressing ‘’financial incentives and charges for environmental compliance’’.
As general, the main Users’ benefits address the energy consumption and the maintenance
cost.
As far energy consumption is concerned, the data related to the REVA car experience over 7
months (from September 2010 to March 2011) in the Energy Division of the Ministry of
Economic Affairs are very useful as shown below:
Table 1 Energy operating cost comparison between a REVA and a conventional vehicle over 7 months
Distance Electric Electric cost Petrol cost Diesel cost conventional
consumption
conventional vehicle
vehicle
2,650 km 457 kWh 0.147 NU/km 5.612 NU/km 3.862 NU/km
Source: MoEA: Energy Division
This table shows that the kilometric energy costs of a gasoline engine and of a diesel engine are
respectively about 40 times and 24 times greater than the corresponding electric engine!
3

Regarding the maintenance cost, it is quite hard to make an estimate. Nevertheless, experts
admit a percentage of the vehicle sale price the first year with an increasing percentage rate for
the following years. As an illustration, experience shows that a big truck owner paid it twice
over ten years: One time when purchasing it and a second time when maintaining it properly
during these ten years.
The feedback from the Energy Division of the Ministry of Economic Affairs states that, except
the tyres, no maintenance has been brought to the REVA.
Conclusion
Without any public subsidy, the payback period is about 3 years for the REVA car, but about 7
years for the VOLT according to mileage assumptions done.
Consequently, urban Users would maybe accept purchasing a REVA without any subsidy, but
certainly not a VOLT without any subsidy. With a subsidy of half of the surinvestment, the
payback period for the VOLT becomes 3.5 years.
Thanks to COPERT formulas, CO2 emissions are estimated, with the selected scenario, at about:
• 2.5 tons per year for the REVA (2.2 tons for local emissions and 0.3 ton for chain4 level).
• 5.7 tons per year for the VOLT (5.1 tons for local emissions and 0.6 ton for chain
emissions).
At the bottom of the spreadsheet, a sensivity analysis is proposed to check the impact of the
fuel price on the payback period. If the fuel price would become 70 NU/L, the REVA payback
period would decrease to 2.3 years.
4.2. Economic analysis
Calculations have been done through spreadsheets submitted in annex 2.
Mains hypothesis done for investments, benefits and running costs are detailed in the files
themselves.
The payback period for the project’s phase 1 is quite long, 12 years, since it consists of
investments with benefits coming only at the end of the period.
However, the payback of the second phase is shorter, 1.1 years, since leading to huge benefits.
The main question here is to know if public subsidies will be allowed or not to the more
expensive VOLT cars.
Conclusion
These attractive results depend obviously of the initial parameters introduced in the
spreadsheet.
4 ‘’From ‘’well to wheels’’.
4

Present inputs have been introduced by the Consultant according to figures and data made
available to him and/or according to his own estimates.
Nevertheless, whatever User wishing to make himself his own calculation and estimate can do
it, since all the spreadsheets used here are have been left to the Beneficiaries of the project.
All these files have been made as toolkits for decision makers and the final decision concerning
the implementation or not of the project do not depend of the Consultant.
5. Obstacles
Main obstacle:
• Capacity in mobilizing funds to subsidy car owners.
• Psychological resistance of users to change their behaviour.
6. Recommendations, first measures and EV expansion actions
Beyond the financial and economic viability of this project, it will be essential to show and
disseminate the politic willingness of the Government to promote electric vehicles in order to
reduce the fossil fuel dependency of Bhutan and to reduce emissions of Green House Gases.
If the pilot project demonstrates that electric vehicles are an attractive option for Bhutanese
passenger travel, then it will be important to consider the most effective approaches to
encourage EV purchases. While the pilot project is too small to justify carbon finance, a much
larger scale program resulting in thousands of EV purchases could possibly raise sufficient funds
from the Clean Development Mechanism or funding under the UNFCCC’s climate finance
program that is currently being designed and could be promoted through inclusion of EV cars in
the countries Nationally Appropriate Mitigation Actions submission.
7. Planning
The table below presents the proposed planning for this project:
5

8. Annexes
8.1. Annex 1. Financial analysis
REVA CAR
6

8.2. Annex 2. Economic analysis
8

Annex 8: FLEET ENERGY DIAGNOSIS
DATA COLLECTION
1. GENERAL ORGANISATION OF THE COMPANY
• Headquarters, operation centers, warehouses, workshops
• General organization
• Fields of activity and market trends
2. ANALYSIS
2.1. Operation management
• Operation management
• Selection of vehicles to routes
• Operation data (tons, ton/km, etc.)
• Waiting times (loading unloading, maintenance)
• Loading rate.
2.2. Fleet selection management
• Fleet carachteristics(brand, model, etc.)
• Technical forms regarding the engines, gearbox, tyres
• Fleet renewal policy
2.3. Maintenance management
• Internal or external maintenance
• If internal
o Buildings, tools, equipment,
o Methods (corrective or previsional)
o Mechanics
• Maintenance program (A, B, C, …)
• Failure analysis
2.4. Energy management
• Internal or external station
• Energy follow-up management
• Energy consumption for the last 3 years
• Energy norms
• Feeling regarding energy consumption in his company
• Percentage of fuel in teh operating cost

2.5. Drivers management
• Number and age
• Skills and Training
• Energy incentives