1 / 21

Non-Kyoto Options for Transportation: Facing the Long Term

Non-Kyoto Options for Transportation: Facing the Long Term. Steve Winkelman, CCAP Santiago, Chile August 27, 2004. Facing the Long Term. Major emissions reductions are required to stabilize atmospheric concentrations of GHGs and prevent major ecological and economic disruptions

jeroen
Télécharger la présentation

Non-Kyoto Options for Transportation: Facing the Long Term

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. Non-Kyoto Options for Transportation: Facing the Long Term Steve Winkelman, CCAP Santiago, Chile August 27, 2004 CCAP, IISD, CC&D August 27, 2004

  2. Facing the Long Term • Major emissions reductions are required to stabilize atmospheric concentrations of GHGs and prevent major ecological and economic disruptions • On the order of 50% -70% • Kyoto is just a small first step ( 5%) • The transportation sector poses the most difficult challenge for all countries • The growth in driving (VKT) is the biggest problem • Emissions trading approaches are a difficult fit for transport due to long time frames, multiple responsible parties and meth. issues (CCAP 2000) • car companies, oil companies, many government agencies, developers, individuals CCAP, IISD, CC&D August 27, 2004

  3. Efficiency Gains Overshadowed by Growth in Driving (US data) CCAP, IISD, CC&D August 27, 2004

  4. TranSantiago Forecast (draft) … but 70% growth! 3% reduction… CCAP, IISD, CC&D August 27, 2004

  5. Medium Term Options • Up to 40% reduction possible for new vehicles • E.g., Europe, China, Japan, California standards • Such policies can take 5-10 years for full implementation • Full fleet turn-over takes 20+ years • Biofuels (biodiesel, ethanol) can perhaps contribute a 10% reduction • Transit expansion and regional “smart growth” land use policies can save 3 – 20% in the US, more in developing countries CCAP, IISD, CC&D August 27, 2004

  6. Potential Long Term Solutions • There are no “magic bullets” • In 30-50 years, low-GHG hydrogen fuel cells available? • Faces many technical, economic and environmental challenges • Cellulosic ethanol offers hope of long term reductions • Requires technical break-through and significant land area • A fundamental question is to what extent can growth in driving be slowed (not stopped) via policies supporting: • High quality public transportation • Sustainable land use patterns • Pedestrian oriented-development • Comprehensive bicycle networks CCAP, IISD, CC&D August 27, 2004

  7. Policy Frameworks • CDM & Future Carbon Market • GEF, ODA and other Direct Investments • Local Leadership, Planning and Investment • Technical Support and Capacity Building • Sectoral targets • Coordinated policies and measures • Other? CCAP, IISD, CC&D August 27, 2004

  8. Role of the CDM? • Useful in the short-term, but limited by market price of CO2 • CDM typically cover 1% to 6% of project costs • The future carbon market should be more attractive • The transport projects that fit best into CDM have a small emissions impact • Projects that address fundamental structural changes offer major reductions but are a more difficult fit for CDM • If we are true to the letter of the law of current CDM rules, we may discount all of the benefits of the most important projects • If we focus only on what we can quantify with confidence, we mill miss the most important emission reduction opportunities CCAP, IISD, CC&D August 27, 2004

  9. Day 2 Project Summaries (approx.) CCAP, IISD, CC&D August 27, 2004

  10. Role of the CDM (2) • While we are busy debating additionality and perfecting conservative impact calculations for CDM projects, business-as-usual policies pump more and more GHGs into the atmosphere • Political decisions to spend more on new roads than on transit, pedestrian and bicycle infrastructure • Sprawling development patterns • Let’s make sure to see the big picture and apply our zeal and expertise appropriately • Sectoral targets could help CCAP, IISD, CC&D August 27, 2004

  11. Role of the GEF? • In most cases the GEF investment appears to be greater than the value of the CERs ($5/t) CCAP, IISD, CC&D August 27, 2004

  12. CDM and GEF: Good First Steps • CDM and GEF help advance sustainable transportation projects that reduce GHGs • Development Bank support very important • More Official Development Assistance for sustainable transport is crucial • How else can the international climate policy community help? CCAP, IISD, CC&D August 27, 2004

  13. How to Foster Major Changes in Transportation Technology improvements require • Policies to increase vehicle efficiency • Long-term research and development Slowing growth in travel demand requires • Metropolitan Visioning (20-30 years) • Assess and communicate long-term impacts and risks of business-as-usual policies, and the benefits of more integrated transportation and land use • Could feed into a Metro-area sectoral baseline • Political leadership to ensure implementation • Investments in transit, sidewalks, bikeways • Sustainable land use policies and incentives CCAP, IISD, CC&D August 27, 2004

  14. Fostering Local Leadership • International assistance can help get things started but obviously cannot force local change • Especially since most “industrialized” countries do not have long-term sustainability plans for transportation • Political leaders (in any country) will only pursue long-term sustainability solutions if the following conditions hold true • They have an appreciation of the GHG impacts and economic risks of current policies and trends • They are aware of policy solutions with tangible short-term benefits (e.g., health, congestion relief) CCAP, IISD, CC&D August 27, 2004

  15. Infrastructure Policy = Climate Policy • Do we decide to continue to build new roads and subsidize sprawling development patterns with supportive infrastructure (roads, schools, utilities)? • Or do we decide to focus development in efficient locations and provide people with high quality, affordable alternatives to driving? • Unless we seriously consider GHG impacts of infrastructure decisions we are unlikely to be able to slow rapid growth in transport emissions CCAP, IISD, CC&D August 27, 2004

  16. What Kind of “Capacity Building” will be most Constructive? • Support for regional visioning efforts (UT, CA) • Assess GHG impacts of multiple TLU scenarios • Current trends & business as usual policies • “Smart growth” (centralized development, increased transit, bike and walk infrastructure) • Technical support for exploring sectoral targets(vehicle emission rates, VKT growth rates, mode split) • Cooperative approach applying industrialized country experiences with sectoral policies • Cooperative ‘South-South’ (‘South-North’?) approach, sharing methodological and analytical experiences • Consider how to incorporate economic growth • Assess potential revenue stream from selling excess CCAP, IISD, CC&D August 27, 2004

  17. Other International Policy Options • Coordinated policies and measures • Vehicle standards (Europe, China, Japan, California) • Research & Development (hydrogen, celulosic ethanol) • Transit, walk, bike infrastructure funding + integrated land use planning • Inter-modal freight alternatives (rail, marine) • High passenger speed rail networks • International air and marine transportation • Not seriously addressed in Kyoto Protocol • ICAO and WMO studies may provide some solutions • National management of international emissions? CCAP, IISD, CC&D August 27, 2004

  18. Summary • Kyoto is a small but very important first step • CDM and GEF help move in the right direction • The GHG problem can only be solved (minimized?) as part of broader sustainability strategies (Partial) Solutions • Long-term planning to understand risks & find solutions • Capacity building and cooperative efforts hold promise • Metropolitan sectoral targets could be important • More investment in low-GHG modes necessary from both international community and developing countries • Political leadership – in industrialized and developing countries –perhaps most important and most uncertain CCAP, IISD, CC&D August 27, 2004

  19. Options for COP-10 John Drexhage, IISD Santiago, Chile August 27, 2004 CCAP, IISD, CC&D August 27, 2004

  20. CoP 10 Options • Methodological Panel analysis on methodologies for transportation and the CDM (including identifying data and capacity needs.) • Methodological Panel analysis of urban land use initiatives and the CDM. • UNFCCC formal workshop on issues related to transportation and the CDM. (Eg., Integrating CDM as suite of tools to promote transportation.) • UNFCCC Workshop: Status of the CDM regime in meeting development and business priorities. • UNFCCC Workshop addressing issues related to transportation: how to go forward? (CDM would only be a part of the discussion.) CCAP, IISD, CC&D August 27, 2004

  21. CoP10 Options • “Panel to analyze methodology for urban land use planning and transportation issues in the light of the CDM tool” Pincas Jawetz CCAP, IISD, CC&D August 27, 2004

More Related