SUSTAINABILITY CONCEPTS IN TRANSPORT SECTOR/ OPTIONS AND BENEFITS
Co-Benefits of Pro-Climate Transport
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Transcript of Co-Benefits of Pro-Climate Transport
Clean Air Initiative for Asian Cities Center
Co-Benefits of Pro-Climate Transport
Sophie Punte, Executive DirectorMay Ajero, Air Quality Program ManagerBert Fabian, Transport Program Manager
CAI-Asia Center
WRI16 January 2009Washington D.C.
www.cleanairnet.org/caiasiaCAI-Asia Center
Outline
• Co-benefits associated with transport and climate change mitigation
• Status and challenges of the co-benefits approach• Proposed co-benefits model for the transport sector
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Co-benefits: 2 definitions
Co-benefits from the global climate change perspective: additional benefits beyond GHG reductions resulting from climate change mitigation measures
Reduced air pollution Associated health benefits Improved energy security through
reduced energy costs and dependency on oil imports
Increased access to energy reduced traffic congestion
Co-benefits from the Asian regional/local perspective: additional GHG reductions resulting from measures aimed to address
Development issues, such as air pollution and associated health
Problems, lack of energy access and security, and other socio-economic problems
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Co-benefits: definition
Aspects to be considered• Sectoral scope• Timing of measures and benefits. Some measures have
a benefit over shorter period of time, called transitory benefits
• Intentional or ancillary – co-benefits are internalized at the conception of a project or policy
• Synergies versus trade-off
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Whose co-benefits?
For the transport sector in Asia, climate change benefits are derived as co-benefits of transport rather than the other way around
Urban planning to be more influenced by climate change considerations – this has implications on transport decisions also
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Co-benefits: broader transport benefits
Good transport projects can lead to (and are often driven by) broader transport benefits
• Time savings• Traffic decongestion• Road safety• Accessibility / livability of cities
• Equity
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Co-benefits: example of fuel savings
Fuel savings• Socio-economic indicator• Fuel savings higher than CO2 income
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Source: EMBARQ
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Co-benefits: air pollution and health
CO2
CH4N2O
SF6
HFC
PFC
Greenhouse gases (Kyoto Protocol only)Air Pollutants
CLIMATE CHANGEAIR POLLUTION
(Global, Regional, Urban)
Black Carbon
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Linkage CO2 and PM emissions from transport
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Panji
Pondicherry
Shimla
Bhubaneshwar
Nagpur
Hubli/Dharwad
MaduraiAgra
Kochi
Nagpur
Jaipur
Kanpur
SuratHyderabad
Pune and Ahmedabad
Bangalore
Delhi
ChennaiKolkata
Mumbai
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Per Capita CO2 and Per Capita PM Emissions
Per Capita PM Emission (g) per day
Per Capita CO
2Emission (Kg) per day
Source: 2008. MOUD- Study on Traffic and Transportation Policies and Strategies in Urban Area. Analysis By CAI-Asia
small medium large
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Co-benefits: need to measure
• Measuring co-benefits will allow you to maximize co-benefits in transport projects
• Co-benefits determination is usually not included in feasibility analysis of transport projects – not institutionalized
• Environmental impact assessment look at adverse impacts rather than co-benefits
• Academic or development institutions have conducted studies as separate exercises, e.g.– Instituto Nacional de Ecologia (INE): BRT Mexico City
– Integrated Environmental Strategies, US EPA: cities
– JICA JBIC: transport projects
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Example IES – Hyderabad, India
India Transportation Measures
More effective public transit service (i.e., bus, rail, footpaths)
Traffic management and measures to improve traffic flow
Maintenance and operation training programs for two-stroke vehicles
• Transport sector largest source of GHG and air pollutants
• Range of transport measures implemented
• Co-benefits (projected)• 40% CO2
reduction• 50% PM10
reduction
Impact of More Effective Bus Service Scenario:Ratio of BAU to More Effective Bus Service Scenario Emissions
0.2
0.4
0.6
0.8
1
1.2
2001 2011 2021
Year
Rat
io o
f Em
issi
ons
(BA
U=1
) BAU
PM10
eCO2
Integrated environmental Strategieshttp://www.epa.gov/ies
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Challenges to co-benefits• No balance between climate change and development
issues because application is mostly climate centric• Limited
– awareness and knowledge– capacity in application to policies and projects– quantitative and qualitative evaluation methods– documented examples– institutional framework for transport and climate change
– Incentives for projects with co-benefits (e.g. in CDM)
• Total costs may be higher than the costs of policies and measures addressing climate change only
• Economic appraisal of transport projects give priority to time savings, vehicle operating costs over health benefits and air pollution reduction
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Application of co-benefits approach
• Application is increasing especially at the policy level.• Examples for transport sector still often at research
level, often based on simulation models, scenario analysis, and limited number of concrete cases
• EU, US and Japan furthest developed• Co-benefits still new concept in Asian policies• China has clearest grasp of co-benefits concept
– Integrated policies for economy, energy and SO2– Issued first Climate Change Action Plan
– Announced ‘Chinese Environmental Macro-Strategy Study’
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Co-benefits model: SD as a basis (a)
Reason 1• Current development model is centered on economic
development and has little consideration for social development and environmental protection.
• As a result, transport policies in Asia focus on increasing private vehicle ownership because this stimulates the economy.
• Therefore our economic development model has to change for climate change mitigation and sustainable transport to succeed
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Co-benefits model: SD as a basis (b)
Reason 2• Reason for climate change mitigation is eliminating
threat to the sustainability of our society and planet• Without placing climate change in the broader SD
context, other important development issues risk being pushed aside
• Development community and developed countries overemphasize climate change, often combined with a specific focus on CO2 reductions only. This is also a risk for the focus of UNFCCC COP negotiations.
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Co-benefits model: SD as a basis (c)
Reason 3• If a model was to be climate and transport centric then a
new framework needs to be built and we do not have time and money for that.
• Co-benefits framework can build on: Agenda 21 and the Millennium Development Goals
• SD frameworks at the global and national levels include institutions; policies and strategies; indicators, monitoring and reporting systems; guidelines; documented good practices; networks, etc.
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Co-benefits model application (a)
Application to policy and institutional framework in relation to co-benefits for transport and CC
• Why:– Allows mainstreaming of climate change mitigation by
building on existing policies and institutions rather than creating separate frameworks
– Assists in scaling up of GHG reduction efforts through other policies and institutions
• Note: a new coordinating government unit or organization may be needed
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Co-benefits model application (b)
Application to policy and institutional framework in relation to co-benefits for transport and CC
• Step 1 – Mapping of institutions and policies (national, provincial, local levels)
• Step 2 – Analysis of the responsibilities (within institutions) and policies relevant to transport and or climate change.
• Step 3 - Find areas to improve the integration of transport, climate change mitigation and their co-benefits
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Co-benefits model application (c)
Application to climate change mitigation and transport policies/projects
• Step 1. Define primary transport objective and/or climate change objective
• Step 2. Identify potential co-benefits and trade-off• Step 3 – Are there other policies/projects taking place
with the co-benefits as focus and which organization?• Step 4 – What additional measures can be added /
included in the project to either maximize co-benefits or minimize trade-offs? And possibly maximizing GHG reductions also
• Step 5 – Determine if and how co-benefits of project can be measured? (technical/ practical, financial feasibility)
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CAI-Asia Centerwww.cleanairnet.org/caiasia
Sophie Punte
Executive Director
May Ajero
Air Quality Program Manager
Bert Fabian
Transport Program Manager
Unit 3510, 35th Floor, Robinsons-Equitable Tower, ADB Avenue, Pasig City, Metro Manila, 1605 Philippines