Training on Sustainable Transport and Climate Change Documentation Report

Training on Sustainable Transport and Climate Change

Documentation Report

MARCH 19-20, 2012

Conference Room, Ateneo School of Government

Ateneo De Manila University

Loyola Heights, Quezon City, Philippines


Documentation Report

Catalyzing New Mobility in Cities: The Case of Metro Manila

a Rockefeller Foundation supported project

Innovations at the Base of the Pyramid in Asia Program

Ateneo School of Government

March 19-20, 2012


Ateneo De Manila University, Loyola Heights

Quezon City, Philippines

TABLE OF CONTENTS

List of Acronyms

Executive Summary ……………………………………………………………..… 1

Introduction ……………………………………………………………………….. 2

Day 1

Module 1 – Sustainable Transport and Climate Change …………………………. 3

Module 2 – Sustainable Transport and the Climate Process …………………… 5

Module 3 – Transitioning to Low Carbon Transport …………………………….. 6

Day 2

Module 4 – Climate Finance for Low Carbon Transport …………………...…… 9

Module 5 – Measuring the Impact of Low Carbon Transport Interventions

on CO2 Emissions ..…………………………………………….....… 10

Group Exercise ……………………………………………………………...……. 12

Closing Program ………………………………………………………………….. 16

Conclusion ………………………………………………………………….…….. 17

Training Evaluation……………………………………………………………...…. 17

Annexes

1: Module 1 presentation





6: Exercise questionnaire on computing CO2 Emissions

7: Group Exercise Guide

8: Output of one of the groups

9: Sample Training Certificate

10: Training Evaluation Report

List of Acronyms

ADB – Asian Development Bank

ASIF – Avoid Shift Improved Framework

BRT – Bus Rapid Transit

CAI-Asia – Clean Air Initiative for Asian Cities

CC – Climate Change

CDM – Clean Development Mechanism

CO2 – Carbon dioxide

CSO – Civil Society Organizations

DENR – Department of Environment and Natural Resources

DILG – Department of Interior and Local Government

DOE – Department of Energy

DOH – Department of Health

DOTC – Department of Transportation and Communication

DPWH – Department of Public Works and Highways

EST – Environmentally Sustainable Transportation

GEF – Global Environmental Facility

GHG – Greenhouse Gas

GIZ – Gesellschaft für Internationale Zusammenarbeit

ICT – Information and Communications Technology

IPCC – Inter-governmental Panel on Climate Change

JICA – Japan International Cooperation Agency

LCP – League of Cities of the Philippines

LGU – Local Government Unit

LPG – Liquefied Petroleum Gas

LRT – Light Rail Transit

MM – Metro Manila

MMDA – Metropolitan Manila Development Authority

MRT – Metro Rail Transit

NAMA – Nationally Appropriate Mitigation Action

NEDA – National Economic Development Authority

NGO – Non-government Organization

NMT – Non-motorized Transport

PCA – Partnership for Clean Air

PICIERD – Philippine Council for Industry and Energy Research

and Development

PPP – Private-Public Partnership

TEEMP – Transport Emissions Evaluation Model for Projects

TRL – Transport Research Laboratory

UAE – United Arab Emirates

UK – United Kingdom

UN – United Nations

UNFCCC – United Nations Framework Convention on Climate Change

USD – United States Dollar

USec – Undersecretary


19-20, March 2012 | School of Government, Ateneo de Manila University

1

EXECUTIVE SUMMARY

As part of Ateneo School of Government’s efforts to raise awareness and public

participation, regular training and workshops about different aspects of climate change are

held. The Training for Sustainable Transport and Climate Change was conducted on March

19 - 20, 2012, at the conference room of the School of Government, Ateneo de Manila

University. The training was organized by the Rockefeller Foundation supported project

"Catalyzing New Mobility in Cities: The Case of Metro Manila" in partnership with

Metropolitan Manila Development Authority (MMDA), Clean Air Initiative for Asian Cities

(CAI-Asia), Gesellschaft für Internationale Zusammenarbeit (GIZ), Partnership for Clean Air

(PCA), and United Kingdom’s Transport Research Laboratory (TRL). The training is based

on the work of the Bridging the Gap Initiative. “Bridging the Gap: Pathways for Transport in

Post 2012 Process" is a partnership that was formed to bridge the gap between the

transport and climate change sectors.

The objectives of the training were to: 1) Introduce the concept of climate change, the

climate change process, financing and the land transport sector's contribution to it; 2)

Understand find ways how to transition towards low carbon transport; 3) Learn about the

climate financing for low carbon transport; and 4) Know how to measure the impact of low

carbon transport interventions on carbon emission.

The training was attended by 42 participants from different sectors including 26

representatives from different local government units of the cities of Marikina, Pasig,

Navotas, Mandaluyong, and Valenzuela; three (3) representatives from academe; three (3)

representatives from the private sector; representative from Asian Development Bank; and

eight (8) representatives from different Non-Government Organizations (NGOs). These

participants came from different background such as environment, health, road safety, clean

air, and disaster management.

There were a total of five modules during the two-day training. Four experts who served as

resource speakers were assigned specific modules. Three modules were presented on the

first day. The first module introduced the concept of climate change, sources of greenhouse

gases in particular the land transport sector and the needs to address it. The second module

discussed the concepts of climate change mitigation, adaptation, and the climate process.

The third module tackled the alternative low carbon transports.

The fourth and fifth modules were presented in the second day. The former introduced the

concept of climate financing for low carbon transport while the latter thought how to

measure the impact of low carbon transport interventions on CO2 emissions. A short

exercise was done on how to measure and calculate carbon emissions. The last activity of

the training was a group exercise on possible low carbon transport projects. The

participants were tasked to provide brief project description, carbon advantages, method of

carbon calculation, the possible barriers, partners, and how the project can be financed.

In general, the Training on Sustainable Transport and Climate Change garnered positive

response from the participants. It enabled both the public and private sector representatives

to understand the relationship between climate change, land use and sustainable transport,

climate change process and financing, and the opportunity to work in identifying alternative

solutions, current local and international processes, methods, and approaches to climate

change.



2

INTRODUCTION

The opening remarks that includes the overview of the training was given by Atty. Glynda

Bathan-Baterina. She explained that participants will be undergoing through different

modules that are necessary to enhance their knowledge and skills about sustainable

transport and its relationship with climate change. She then mentioned the role of the

Ateneo School of Government’s Catalyzing New Mobility in Cities Project and its partner

organizations such as GIZ, MMDA, CAI-Asia, PCA and TRL in giving information and training

to people about sustainable transport and climate change. She encouraged everyone to take

part in the activities, meet new people, and share perspectives.

Dr. Segundo Romero

followed and gave the

welcome remarks. He gave

an overview of Catalyzing

New Mobility in Cities

Project, its objectives and

activities. He emphasized the

important role of government

agencies such as DPWH,

DOTC and MMDA in

innovating and improving the

transport system through the

use of modern technologies,

such as the Traffic Navigator,

in monitoring and helping improve the flow of traffic in Metro Manila. He also mentioned

available web platforms like Waze, OpenStreet, and Parasatabi.com, which may aid in

improving Metro Manila’s transportation system, especially public transport. He also

introduced the concept of New Mobility, or aptly called Inclusive Mobility. Dr. Romero cited

the success of mapping workshop held in Ortigas Business District in Pasig, and urged the

community to take into consideration these activities. The last part of his welcome remarks

focused on the idea learning by doing – we share and learn from each other.

Ms. Heather Allen of UK’s Transport Research Laboratory introduced each module. She

stated that the modules were prepared by Gesellschaft für Internationale Zusammenarbeit

(GIZ). She then requested the participants to finish the program, and stay after the second

day to obtain a certificate of completion and participation. Ms. Allen also said that an

evaluation would be solicited from them after the training program. This was followed by

self-introduction of the participants.

To start the discussion, she surveyed who among the participants knew what climate change

was, who took the public transportation, and who walked most of their time. She then

emphasized the idea of walking as a mode of transportation that is usually unnoticed by most

people. Ms. Allen also introduced Dr. Marie Danielle Guillen as the lecturer/facilitator for

the first module.

Left Photo: Atty. Baterina giving overview of the training;

Right Photo: Dr. Romero welcoming the participants of the training.



3

DAY 1

MODULE 1 – SUSTAINABLE TRANSPORT AND CLIMATE CHANGE

The first module (Annex 1) began with an example of India’s transportation system wherein

its efforts to address climate change were reflected in its transportation policies. In this light,

Dr. Guillen asked how the participants understood climate change, and why it needed to be

addressed. Responses about its cause varied. Some suggested about the natural

anthropogenic origin of climate change. Others told about the naturally and unnaturally

occurring changes in temperature, such as human activities (being the latter). Dr. Guillen

then related to everyone that climate change and the rising temperature could be an

opportunity for everyone, especially about new business models on transportation.

After Dr. Guillen’s presentation, a

couple of participants inquired. Ms.

Victoria Segovia, Executive Director

of PCA, asked why forestry has

become a source of GHG. Dr. Guillen

noted that it was more in terms of

logging and transportation

requirements of logs. In this regard,

there was a proposal to change the

label to “deforestation” instead. Mr.

Rene Pineda, President of Partnership

for Clean Air, inquired why UAE

greenhouse gas emission per capita

was the highest. Ms. Allen responded

that GHG is computed in per capita.

Thus, being the country with low

population, the GHG is high in per capita basis. The number of population would affect the

results. She also confirmed that the production of oil of UAE contributed to its level of

carbon emissions. Ms. Allen cited the interesting case of Singapore that has a very small area

but high in per capita emission.

A few responses were solicited as to why carbon emissions from the transport sectors of

developed countries were so high. Some noted the source and usage of fuel, high living

standards, the planning of the cities (most live in suburbs and longer travel time), and the

high level of motorization.

A participant asked about UK. The country has good public transport but they still have

traffic, and congestion. In response, Ms. Allen pointed out why they put up the picture and

emphasized that we need to have congestion otherwise we will have people that

continuously move. The real question is not traffic but how to provide options for public

transportation. Private vehicle has remained a status symbol and improving public

transportation requires collective action.

On slide 22, Mr. Pineda asked if it is a good (as shown in the graph) that Chennai, Mumbai,

and Hong Kong fell below the line of most efficient pattern of the modal share of motorized

private mode. Ms. Allen responded that we should be careful on this slide because it

considers lots of data. Dr. Guillen noted that it was taken years ago and that most probably

situations have changed.

Dr. Guillen presenting Module 1 on Sustainable Transport and Climate Change



4

Dr. Guillen asked the participants how their understanding of Smart Logistics Concept. Varying responses from the participants were given such as traffic light, mass transport, move your office at home, and integrating the use of ICT. For Slide 27, Mr. Pineda shared his insights, comments and questions on Slide 27 as follows:

- Insights: The more you pave the road the more traffic – more carbon emission; There

is wisdom in chaos; More cars, more mobility, more carbon. It pays to have a plan; it

pays to have data to base our decisions from.

- Interested to have per capita data when you are stuck in traffic, and when you are

doing other things

- Is there a tool in existence to measure the per capita?

Ms. Allen said that there will be more detailed discussion in Module 4 regarding the

questions of Mr. Pineda. She emphasized that what is interesting in that slide is that you will

see the connection in the land use, the place of the work and the entire environment.

On Slide 35, Ms. Allen posted the following questions to the participants:

- How many of you are drivers?

- How many of you practice eco-driving principle?

- Why do you practice it?

Many of the participants practiced ecol-driving principles and they do it to reduce cost. Ms.

Allen emphasized that we do not immediately realize that while we do it to save, we have

great positive impact to environment too.

After the module, an open

forum was held. Mr. Pineda

cited the proposed Skybridge

of MMDA, but asked if

engineering was the solution to

ease congestion and flow of

traffic. While some thought it

is not a good idea, some of the

participants shared their views

that having Skybridge may

result to lesser carbon

emission due to less stops. Ms.

Allen said yes, that will be true

for first 2 years. But by looking

at the whole life cycle, you are

not really dealing with the

problem, “like putting a

plaster in a wound that will

not really heal.” Other

comments and insights from the participants on this matter include:

- We have to really make sure to bring the message to politicians that it is a short term

option.

- Get cost as well and bring it to the media.

- Building more roads and more infrastructures are not the solution.

- How do you make the mass mode in the places it will work better?

- We need to present alternatives to the public.

- We need to make the message clear that many of the big infra project did not solve

the transport problem.

Some of the participants sharing their insights during the open forum



5

Dr. Guillen urged the participants to look at the EST framework in addressing the problem,

instead of old structure-centric paradigm. Mr. Ronald Cartagena shared that there is a need

for ordinary people to understand radical change. There is a need to create a balance

(whether from different sectors we are coming from) to advocate for sustainable transport.

The challenge to national government agency is to make a body that will look at the projects

of DOTC and MMDA to really screen and to look at long term benefits of sustainable

transport.

Ms. Allen for her part suggested that, media should be utilized in making the general public

understand what sustainable transport is all about. And for the qualities of mass

transportation/public transportation, it should be: affordable, good quality of service (e.g.

convenient), and available and accessible to everyone.

MODULE 2 – SUSTAINABLE TRANSPORT AND CLIMATE PROCESS

Ms. Heather Allen proceeded with the second module (Annex 2) which focused on the

sustainable transport and climate process. She began by asking who among the participants

understand the meaning of mitigation and adaptation, and if anyone know about the Kyoto

Protocol.

The participants responded

with a general understanding

that climate change mitigation

refers to what people could do

to stop or prevent, and lessen

the effects of climate change.

While climate change

adaptation would refer to

actions and response of the

people in naturally changing

environment.

Russia was given as an example

of one state which put Kyoto

Protocol at the national level

and legally binding. She noted

that the on-going process, even in Copenhagen, local government units were given a voice in

the negotiation process with the United Nations, particularly the Inter-governmental Panel

on Climate Change (IPCC). In the Philippines, Ms. Allen noted that a Climate Change Action

Plan had been passed into law.

The actual reductions per year internationally were estimated to be at 5%, although it was

mentioned that data was hard to gather and monitor. Ms. Allen emphasized that there have

been significant reductions in the energy and cement sectors, but it was noted that the

reverse was reflected to the transport sector.

In this module, the concept of Nationally Appropriate Mitigation Action (NAMA) was also

introduced. The participants shared that there is already a group in the country that would

like to focus on NAMAs. Ms. Allen recommended exploring the “bridging the gap” website

for resources and reports that would help create interest and guidance NAMAs.

Ms. Heather Allen discussing the concepts of sustainable transport and climate process



6

MODULE 3 – TRANSITIONING TOWARDS LOW CARBON

TRANSPORT

Module 3 (Annex 3) was also presented by Ms. Heather Allen. But prior to the presentation

of this module, Ms. Allen asked the participants to give examples of low carbon transport.

The participants gave the following examples: bicycles, walking, pedicabs, E-bikes, calesa,

public transit (MRT and LRT), Jeepneys, E-jeepneys, tricycles, E-trikes, hybrid cars, hybrid

busses, CNG buses, LPG taxis, ferry boats, paddle boats, solar trikes, habal-habal, kuliglig,

carpooling, and FX-GT express.

A general sentiment was shared by

everyone that the country was rich in

transportation, but sharing it was

another issue. According to her, this

made the Philippines one of the

poorest in terms of mobility. After

the listing down of ideas, each

transport and mode of transportation

had been classified between “shared”

and for “individual-use”. In summary,

out of 21 listed examples, only four

transport modes are for individual-

use. These are bicycles, walking, e-

bikes, and hybrid cars. The other

modes can be shared.

Ms. Allen said that there is good

balance between individual and shared

transport. She asked the participants,

why is it the transport infrastructures

are geared towards single/ individual

user? Is it because of historical

approaches to transport planning?

What do we need to make this a

priority?

The participants identified bike lanes,

improving sidewalks, providing safe

and secure environment and more inclusive approach to transport to start as possible means

to make sustainable transport a priority. There is a need to pay attention on policies and

how policies they are properly implemented.

When Ms. Allen asked if there are champions for low carbon transport, Sen. Recto was

given as an example with his initiative for pushing for e-vehicle. Ms. Allen emphasized that

we need to have champions that will push for sustainable transport. She also cited that

policy and having champions complement the readiness of people citing as example

Curitiba’s BRT experience that took 25 years and the experience of Bogota of implementing

their BRT in 1 to 2 years.

On Slide 15, the participants identified that academe and scientific institutions are not

included in the list of stakeholders in the low carbon transport. Ms. Allen added that general

public and media are not usually included but they are the ambassadors of low carbon

Ms. Heather Allen and Dr. Danille Guillen facilitating the session on

identifying low carbon transport modes.



7

transport. Developing partnerships and knowledge networks is very important in achieving

low carbon transport.

During the open forum, Ms. Allen was surprised how easy for the group to identify a diverse

list of modes. That Philippines is transport rich but mobility poor. She also cited that kids

usually get the importance of good transportation and well planned city.

Ms. Allen asked the participants the following:

- 1 or 2 things that you think the most important?

- Things that you didn’t find in the module?

- What did they find surprising?

A representative from Taguig City shared their idea of “Probinsyodad”. There are two faces

of Taguig – the well-planned and developed The Fort, and the old Taguig. The representatives

wanted to apply the concepts presented to their City. After listening to the modules, they

said that they realized that the road should be designed to be more walkable for pedestrians.

They are thinking of something in transport to be in this thrust:

- Mass transit for Taguig - intercity ; passing along the populated side

- Improve infrastructure in the other side of Taguig that have narrow streets and make

it more walkable, instead of focusing only to modern side of Taguig.

Heather Allen appreciates the idea

and said that it can be an area for

changing the way we think. Instead

of thinking of a problem, it would

be worthwhile to turn it into an

opportunity. She also cited an

example in Bogota where they

broaden the width of the streets

for poor population.

Other insights, comments, and

questions from the participants are

the following:

- In enabling factor, how do we

consider the cultural factors?

Because in the Philippines, we

wanted to be dropped as

much as possible at the

doorsteps of our house

(door-to-door connections).

- In addition to that, we hop from one mode to other. How do we achieve low fare and

organize the modes of transport?

- We have a lot of good plans. The problems are in the difficulty of implementation, and

the implementers. We need commitment of those involved and concerned.

- How does MRT address the problems in transportation?

- Mr. Benedicto shared that if we are successful in pushing for low carbon transport,

then DOH will have lesser health problems/ issues to address and more resources for

other purpose.

Heather Allen’s responses are as follows:

- Culture is a big challenge. For example, if we cannot organize stakeholders, you cannot

come up with single ticketing.

Participants sharing their insights during the open forum for Module 3



8

- Recommend that you go into stages. You will have problems if you work on it in one

time – there is a need for a step- by- step approach.

- Cited examples of a cashless system. As long as you have the approach but going

towards in a single approach of integrating these into one

- On MRT, you have increase the demand in the past five to ten years but also have to

increase in capacity. It is not only in MM. Having the right demand and capacity balance

is the key.

On MRT, Dr. Romero added that it is the most efficient mode of public transportation in

Metro Manila. It carries around 600,000 passengers per day. It is lesser to pay fine than pay

for more cars. He emphasized that we need to organize transit riders. Question is that

would you like to do this on a larger level or are there initiatives that we can do in local

level? There are already things that we can do in local level. That is why the new mobility

mapping we are doing is very important. We can learn at the local level then we became

more mature towards a regional and national level.

On culture and choices – in Philippines the culture plays a lot (e.g. stored value) – people

normally do not buy this and rather pay every ride. There is a culture of control on how to

spend money on that. Another is the barker that you will give as token/fee. We are in

“sachet” mentality. We should understand the behavior of the people. They need us to

understand them in order to change behavior.

The representative from DILG shared his insight on too many mode options. That we have

to come up with alternatives (e.g. livelihood), or can also remove/ eliminate some modes of

transport if we want to see change.

Mr. Pineda asked if there are any data in the fare in relation to per capita income. He also

emphasized that efficiency is still the name of the game in transport.

With so much issue to be tackled on transport, Ms. Allen recognizes the importance to

bridge the transition. And most requires new training. She also shared on the fares, there is

a book by GIZ that the participants can refer to. For public transport, recovery through fare,

the other one is on efficiency. On fares – there has been interest internationally to privatize

mass transit.

On culture, there is also the same mentality in other countries There is a need to agree

that we should be able to understand it, in a local context and another layer of stakeholder

understanding - asking people the right way. There is the same situation in other parts of the

world. Key is to focus on the affordability, quality of service, and that it should be for

everyone. There are plenty of ways to make it affordable for the poor. It is a question of

providing quality for the right price.



9

DAY 2

The day stared with recap of the first day’s session. The participants were also asked what

they learned. It was highlighted that the concept of climate change and sustainable process

had been most memorable, as well as the knowledge on UNFCCC.

MODULE 4 – CLIMATE FINANCE FOR LOW CARBON TRANSPORT

Mr. Ko Sakamoto, Transport Economist of Asian Development Bank (ADB) presented

Module 4 (Annex 4). He started with posting the following questions in the plenary:

How does an individual finance what he wants to do?

What financial sources are available for sustainable transport?

Is the general public aware of the term “climate financing”?

A participant, Mr. Rene Pineda shared

his thoughts on how he understood

climate financing. He said that some of

the money invested or spent by an

economy that is required to put a cap

in carbon emissions to credit or to

lower a countries threshold of carbon.

Mr. Sakamoto reminded everyone that

the concept of climate financing is

important in support to mitigation and

adaptation efforts of a country. He

summed the idea into two types of

climate finance to: Climate Fund and

Carbon Market.

To further clarify, he said that the two concepts only differ in the mode of acceptance of

money, whereas, in his example, a producer, a fisherman receiving grant would be a form of

climate fund, while when a producer, a farmer sells rice to the market would be a form of

market mechanism. There were also a couple of financial sources listed such as the ODA

(Official Development Assistance), state taxes, and climate finance from international

organizations like the IMF. With regards to relative proportion of Climate Finance, domestic

finance still provides the biggest source.

When Mr. Sakamoto was asked if the two are exclusive of each other, he said that in CDM,

project entities can be companies in US or Europe. Examples are planting trees in Indonesia

in order for them to have carbon credits. Climate Finance can come from sources such as

multilateral, bilateral, and carbon market. Even local authorities can set this up (voluntary

carbon market).

He also mentioned that out of 6147 proposals for carbon market scheme, only 37 or 0.6

percent (%) were transport-related projects. He added that future opportunities might come

from Nationally Appropriate Mitigation Action (NAMA). A basic checklist for climate finance

was also proposed:

Helps mitigate climate change

Approach is aligned with Avoid-Shift-Improve

Mr. Ko Sakamoto discussing with the participants the concepts of climate financing



10

Mr. Sakamoto cited that the group may want to consider cable car when you think of CDM.

Low carbon and sustainable transport is included in the operational strategy of GEF. Co-

financing – typical to GEF projects; mixing various fund sources.

Mr. Pineda raised questions as follows: Looking at the bullet points, will the proponent

propose separately to ADB and GEF? When will the proposal submission starts?

According to Mr. Sakamoto, there should be several discussions and coordination among

entities. For example, LGU create proposal and approach GEF, sometimes it is the other

way around. Note that GEF and ADB have different cycle. Proponent should carefully look

at this especially in timing for the budgetary process. However, the more collaborators in

the proposal, the more complex it will be. But it is also good to gather synergies.

Counterparts can be in-cash or in-kind. And in order to access Clean Technology Fund,

sustainable transport should be in an investment plan.

Ms. Segovia of PCA asked and pointed out that we do not have an office of GEF here in

Philippines. She asked where do we apply? Atty. Bathan-Baterina said that the focal point in

Philippines is DENR thorugh USec. Teh. There is also a need work with DOTC and DENR

for proposal.

The basic checklist for Climate Finance that needs to be considered:

1. Project helps mitigate Climate change?

2. Does the project target Avoid-Shift-Improve approach?

On the aspect of MRV, the requirements increase while the carbon markets develops.

There is value in carbon and there has to be an established value to trade it.

MODULE 5 – MEASURING THE IMPACT OF LOW CARBON

TRANSPORT INTERVENTIONS ON CO2 EMISSIONS

The fifth module (Annex

5) was presented by Mr.

Alvin Mejia, Environment

Specialist of CAI-Asia. The

module is focused on

scanning which cities have

already started the surveys

on the impact of low

carbon transportation to

the emission of CO2.

Taguig has already started

doing survey. Mr. Mejia

suggested that it can be

traced to the taxes to get

the aggregates. If the LGUs

have funds, they can explore possible partnership with some companies to tract the data.

Mr. Alvin Mejia discussing with the participants the concepts on Module 5



11

Mr. Pineda asked the following questions:

- If the CO2 is constant, how do you determine the emission?

- In generating and tracking data, it is generally a top-down approach. Are there

possibilities for it to become a bottom-up?

According to Mr. Mejia, for UNFCCC purpose, there are emission factors for gasoline and

diesel for example. The top-down data is available from DOE. In transport emission, it is

usually bottom-up results is usually higher than top-down. For diesel, it is uncertain if 100%

diesel is always used in transport. According to Ms. Allen, for cities, you can assume that

almost all types are used in transport; assume 5% used in other purpose.

Together with Ms. Allen, they presented the concept of ASIF:

A – Total Activity

S – Modal Structure

I – Modal energy Intensity

F – Carbon content of Fuels

The result would be the total carbon emission from transport. In light of this, he presented

the idea of Transport Emissions Evaluation Model for Projects (TEEMP). He raised the issue

that the real question was not how to compute or know the carbon emissions; instead how

to lessen the output of such.

The ASIF model could also be used on the personal level to account for every person’s

carbon emission in transportation. The other insights from the participants on ASIF include:

- ASIF is one model to practice on how we measure impact. We belong to different

offices so we can use this in our sphere on influences.

- A lot of these are theoretical. For us to absorb this and apply effectively, it would be

useful to focus to one or two models.

Put those ASIF into Philippine context. If 8 out of 10, there should E = efficiency to be

added

Ms. Allen emphasized that we all have choices. Sometimes we decide not to choose that

choice. There is a need to look at complementary of different modes of transport. There

was lots of flexibility in the ASIF model.

Dr. Guillen shared the preliminary result of the Catalyzing New Mobility in Cities Project

where in the data showed that the current situation is that the urban poor choose to own a

motorcycle since its cost is cheaper than to commute. We need to shift the paradigm. We

have lots of choices but we are not emphasizing to highlight the right choice and cost

Maybe we can distinguish the choice of society and as an individual. We still can have

accessibility and mobility that supports connective growth. Mr. Mejia emphasized that we

need to make public transport modes more efficient.

A short exercise on the calculation of carbon emission was conducted after wards. Mr. Mejia

explained briefly how to calculate it. A few concerns were raised by Ms. Dinna Dayao, a

member of the media, as to how one could compute for other modes of transport such as

the MRT and LRT. Mr. Mejia said that such tools exist that other organizations use, like

WWF and WRI.



12

The exercise questionnaire on

computing CO2 Emissions can be

found in Annex 6. The

representative from Malabon was

the first one to get the answer

right.

GROUP EXERCISE

The last activity of the training is a group exercise in developing low carbon transport

projects. Each group were tasked to describe the project, describe its carbon advantages and

how the group intend to prove it, major barriers, partners you need to get approval and

help implement, and how do you intend to finance it. The group exercise guide can be found

in Annex 7.

Each group was given 10 minutes to present. The table below is the summary of workshop

results:

PROJECT

DESCRIPTION

CARBON

ADVANTAGES

METHOD

CARBON

CALCULATION

BARRIERS PARTNERS FINANCE

Reporter: Karl

Christian

Abalos

Assumption:

1. Area

:Quezon

City

2. Utilize what

we have

3. There are

already

existing

practices

that we can

adapt

4. Possibility

for local

economic

developmen

t n- to offset

No carbon

(easy = 2

smiles)

Survey

One street

How many cars

can be

replaced?

-

infrastructure

-lack of

respect of

other drivers

-social

acceptance

-education

-political will

-LGU

-Private

-CSO

-national

government

-media

-Loans

-Grants

-PPP-

bikelane

-GEF

-ADB

2/5

Participants trying to solve the problem and computing for CO2 Emissions



13

PROJECT

DESCRIPTION

CARBON

ADVANTAGES

METHOD

CARBON

CALCULATION


what we

invested

Project: Bikes

– Juan Pidal

Promote bike

as a primary

alternative

mode of

transport

within the city

Group 3

Christine

Roxas

Host City:

Malabon

Narrow

roads

Near to

shore

Lots of

flooded

areas

Project:

Electric mini-

bus

Rationale –

high flooring

and not prone

to flooding

Jeepneys and

tricyles have

low flooring

and easily

affected by

flood

Connect

other cities by

other modes

Easy = 2

smiles

Philippines

have 60%=

renewable

electricity mix

Shift all trips to

EVs

Displaced

incumbents

-jeepneys

-trikes

Cooperatives

, ownerships

-LG

-private

companies

-banks

-multi-lateral

banks

Carbon

credits

Self-

financing

sort of

arrangeme

nts

1/3 of the

population

3/5



14

PROJECT

DESCRIPTION

CARBON

ADVANTAGES

METHOD

CARBON

CALCULATION


VICKY

SEGOVIA

Refer to

presentation

(Annex 8)

C advantage

2 smiles

Through

emission

concentration

3/5

Monorail

system

Interconnecte

d to mrt-lrt

stn

Edsa-

commonwealt

h

C5

Stations to

integrate

parking areas

(e.g. bike)

Reduced

number of

vehicles,

reduced CO2

emissions

Reduced

traffic

C advantage

don’t know

Baseline

Estimates of

vehicles plying

to certain road

After project,

start data

gathering to

compare

baseline to new

data

Political will

Displacement

of other

public

transport

Social

acceptability

Cost of

transport

DOTC

MMDA

DPWH

LGU

DOE

DOST

NEDA

NGOs

PPP

Loans

from ADB

and GEF

5/5

Presenters discusses their respective group’s exercise outputs



15

After the presentation, some of the participants also shared their insights. According to Ms.

Dayao, most of the time people see political will and having no support from government as

barriers. But citizens can be organized to make our cities more livable. She also emphasized

that as citizens we should be part of the process from the start and find ways to be involved.

There are ways to move around and address the barriers. Our leaders are usually looking at

the short term plans. The key is to harness our energy and push forward with our agenda

that do not require political will.

Mr. Pineda acknowledged that the proposals are very good. However, Mr. Pineda pointed

that what most did not encompass is the efficiency aspect. Without considering this, it can

be counterproductive in the long run. In addition, carbon accounting and logistics are also

not included. Most proposals only consider movement of people but not goods.

Heather Allen mentioned to the participants that the implementation can be top-down or

bottom-up. She also emphasized that bike programs can be started tomorrow. Monorail can

have big impact but may be difficult to implement. To look at the long term, it is important

to start something that will enable the realization of low-carbon transport.

The group took a vote on the projects presented. The results are as follows:

Project 1 (bikes) – 11

Project 2(e-bus) – 5

Project 3 (ASBU) – 4

Project 4 (rail) – 8

Afterwards, Ms. Allen posted the following questions:

1. What have you learned most?

2. What are the simple things that you would do to lead towards low-carbon?

The following were some of the direct feedback from participants:

Paolo (DOST-PCIERD) – I learned how to compute CO2 emission. Our agency is also

cooperating with Japanese group for the calculation of energy audit. The topics

presented provided me with new information. I also like the proposed projects

presented. It’s good that we were able to produce good quality projects even in a

short time.

Christine (Marikina) – I learned a lot from this training. I am new in the field of

transport and I would like to apply what I learned in my current work. On the slides

presented, it would be good to use local data so we can relate to the figures.

Evelyn Dangat (Valenzuela) – I learned a lot especially in calculating C emissions

especially in greenhouse gas inventory that we are doing now. Thank you for having

this seminar.



16

CLOSING PROGRAM

The program ended with Dr. Segundo

Romero and Ms. Allen awarding the

certificate of participation to the participants

who had successfully completed the training

(see Annex 9 for sample certificate).

Dr. Romero also gave the closing remarks.

In his closing remarks, Dr. Romero

expressed that he is happy to finish the

course especially with local governments. He

always believed that LGUs are one of the 2

propellers of bikelane Philippines.

Citing Singporeans as an example, we need

100 hours of training per year for you to be

competent to your job. It is not only for

bosses but also from the janitorial level to

the highest level. If you cannot get it from

your agencies, do it yourselves. How can we

compete for 2.5 weeks vs. 2 day s?

He emphasized that the participants were

not brought kin the training just to listen

but to also continue what we have started.

The Catalyzing New Mobility in Cities Project will put up a project management site.

He also highlighted that we want that we want the participants to be speakers and trainers

themselves. He encouraged the private individuals and NGOs to inform their LGUs

particularly the mayor of each city about this alternative approach and perspective on

sustainable transport and climate change. Lastly, he introduced the website put up by ASoG

as an additional web

resource.

Before formally closing

the training, Ms. Allen

emphasized that the

implementation will be

up to the participants.

She also took that

opportunity to thank

the participants and

organizers.

Top Photo: Awarding of certificate to a participant Bottom photo: Dr. Romero giving Closing Remarks

Group photo of the participants and resource speakers of the training



17

CONCLUSION

The program ended with a general consensus that there was a need to shift from traditional

approaches to innovative means to address climate change and transport. This could be

coupled with Avoid-Shift-Improve Framework. Moreover, it was also noted that

stakeholders must be made aware of the opportunities in light of climate change and that

some would include new business models for inclusive mobility.

TRAINING EVALUATION

After the training, evaluation forms were distributed, and a total of 29 participants

responded. Ms. Heather Allen prepared the evaluation report entitled Bridging the Gap:

Pathways for Transport. Report on GIZ Low Carbon Transport and Climate Change

Training, Manila, Philippines (see Annex 10 for the full report).

The training program was given a high-rating over-all. Majority of the participants wanted to

take further training modules from the Ateneo School of Government, CAI-Asia, and GIZ.

Prepared By:

Lorenzo V. Cordova, Jr. | Iresha Rathnasena | Miguel Serapio

ANNEX 1 Module 1 – Sustainable Transport and Climate Change

1

01.05.2012 Seite 1

Sustainable

transport and

climate change

Module 1Manila, Philippines

March 19, 2012

Danielle Guillen

01.05.2012 Seite 2Seite 2

This training is based on the work of the Bridging the

Gap initiative. „Bridging the Gap: Pathways for Transport

in a Post 2012 Process‟ is a partnership that was formed

to bridge the gap between the transport and climate

change sectors.

For more information about the work of Bridging the Gap

visit their website: http://www.transport2012.org/

2


Module overview

Climate change

Controlling GHG emissions without compromising economic growth or mobility

Social and economic impacts of low carbon transport

Module summary


CLIMATE CHANGE

An introduction to the concept, and of the land transport sector‟s

contribution to it

3


What is climate change?

“Climate change refers to a change in the state of

the climate that can be identified by changes in the

mean and/or the variability of its properties, and that

persists for an extended period, typically decades or

longer. Climate change may be due to natural

internal processes or external forcings, or to

persistent anthropogenic changes in the

composition of the atmosphere or in land use.”

Intergovernmental Panel on Climate Change (IPCC)


Why do we need to address

climate change?

Source: IPCC (2007)

4


“Cutting emissions sufficiently to meet the 2°C

goal would require a far-reaching transformation

of the global energy system… Reaching that goal

would require a phenomenal policy push by

governments worldwide.”

IEA (2010)


The 2oC target can be met

Source: IEA (2009)

5


0.0

20

.06

0.0

80

.12

0.3

00

.77

0.8

01

.43

1.7

11

.94

2.1

62

.94

4.3

14

.96

5.8

26

.94

7.1

88

.84

8.9

89

.57

9.8

11

0.3

81

0.8

111

.80

19

.34

22

.57

25

.05

0.00

10.00

20.00

30.00

Afg

ha

nis

tan

Cen

tra

l Afr

ica

n …

Eth

iop

iaN

ep

al

Ke

nya

Zim

ba

bw

eP

hili

pp

ine

sIn

dia

Ind

on

esia

Bra

zil

Pa

na

ma

Ko

rea

, D

em

. R

ep

.M

exic

oC

hin

aF

ran

ce

Ira

n, Is

lam

ic R

ep

.M

ala

ysia

Unite

d K

ing

do

mS

ou

th A

fric

aG

erm

an

yJa

pa

nK

ore

a, R

ep

.R

ussia

n F

ed

era

tio

nS

ing

ap

ore

Un

ite

d S

tate

sL

uxe

mb

ou

rgU

nite

d A

rab

Em

ira

tes

Per capita CO2 emissions

Source: World Bank, 2011

CO

2e

mis

sio

ns (

me

tric

to

nn

es p

er

ca

pita

)

01.05.2012 Seite 10Seite 10

GHG emissions by sector in 2005

Source: IPCC (2007)

6

01.05.2012 Seite 11Seite 11

CO2 emissions by sector in 2008

Source:

International

Energy Agency

(IEA) (2009)

01.05.2012 Seite 12Seite 12

In CO2 terms…

Page 12

Source: Bongardt (2009) based on IEA data

Transport sector CO2 emissions

7

01.05.2012 Seite 13Seite 13Page 13

Estimated changes to energy consumption by

sector and region between 2007 and 2050

Source: International Energy Agency (IEA) (2009)

01.05.2012 Seite 14Seite 14

Increase in transport vehicles and activity

Page 14

Passenger light-duty vehicle fleet and ownership rates

in key regions

Source: IEA WEO (2009)

8

01.05.2012 Seite 15Seite 15

01.05.2012 Seite 16Seite 16

9

01.05.2012 Seite 17Seite 17

Source: ITF/OECD (2010)

01.05.2012 Seite 18Seite 18

10

01.05.2012 Seite 19Seite 19

Source: UN, 2007 in World Bank, 2010

Population split of urban and rural cities in 2010 and 2050

01.05.2012 Seite 20Seite 20

Stop point

11

01.05.2012 Seite 21Seite 21

CONTROLLING GHG

EMISSIONS WITHOUT

COMPROMISING ECONOMIC

GROWTH OR MOBILITY

An introduction to the drivers of GHG emissions from land transport

and to strategies to manage them

01.05.2012 Seite 22Seite 22

Source: UITP, 2006 (courtesy of SYSTRA)

12

01.05.2012 Seite 23Seite 23

G (Carbon emissions

from transport)

A

Total Activity (passenger or freight travel)

Si

Modal Structure (travel by

mode)

Ii

Modal Energy Intensity

Fi,j

Carbon Content of

Fuels

Modal travel share (MSi)

Load factor (passengers or tons per

veh-km) (Li)

Modal Energy Intensity (Ii)

On-road impacts (e.g. drive cycles,

traffic congestion)

Technological energy

efficiency (Ei)

Vehicle Characteristics

(Vci)

Vehicle Fuel Intensity

ASIF – drivers of emissions from transport

01.05.2012 Seite 24Seite 24

Avoid-Shift-Improve (ASI)

transport strategy

13

01.05.2012 Seite 25Seite 25

Avoid-Shift-Improve in practice

01.05.2012 Seite 26Seite 26

Avoid/Reduce travel demand

How can unnecessary trips be

avoided?

Smart logistics

High-density mixed land-use

planning

Information Communication

Technology (ICT)

Smart pricing

Restricting parking supply.

14

01.05.2012 Seite 27Seite 27

Reducing travel demand in practice

Carbon footprints of journeys by residents in three different neighbourhoods

in Toronto, Canada.

Source: Dan Hoornweb/World Ban, 2010

01.05.2012 Seite 28Seite 28

Reducing travel demand in practice

Source: Kenworthy, 2008

15

01.05.2012 Seite 29Seite 29

Shift to/maintain demand for low carbon modes

Walking and cycling

01.05.2012 Seite 30Seite 30


16

01.05.2012 Seite 31Seite 31


01.05.2012 Seite 32Seite 32

The need to maintain demand for low carbon modes

17

01.05.2012 Seite 33Seite 33

Public transport supports efficient cities

01.05.2012 Seite 34Seite 34

Shift/maintain travel demand

How can travel demand be

shifted to more efficient

modes of transport?

Transport Demand

Management (TDM):

“Push” measures (e.g.

road pricing)

“Pull” measures (e.g.

enhancing provision for

non-motorised transport;

improving accessibility

and affordability of public

transport.© Karl Fjellstrom, 2006

18

01.05.2012 Seite 35Seite 35

Improving energy efficiency of travel

How can the energy efficiency of

travel be improved?

Enhance vehicle energy

efficiency

Train in eco-driving principles

Improve low carbon fuels

Renew vehicle fleets

Reduce fuel subsidies

Regulate vehicle design.

01.05.2012 Seite 36Seite 36

0

10

20

30

40

50

60

Conventional Gasoline

Vehicle

Advanced Gasoline

Vehicle

Hybrid Gasoline

Vehicle

Conventional Diesel

Vehicle

Advanced Diesel

Vehicle

Hybrid Diesel Vehicle

Pe

rce

nt

Imp

rov

em

en

t in

Fu

el E

con

om

y

(re

du

ctio

n in

fue

l use

) (L

/10

0k

m)

Source: IEA, 2008

Perc

ent

Impro

vem

ent

in F

uel E

conom

y

(reduction in f

uel use)

(L/1

00km

)

Improving energy efficiency

19

01.05.2012 Seite 37Seite 37

Source: Barth and Boriboonsomsin, 2008 in Replogle, 2010

Improving efficiency of travel

01.05.2012 Seite 38Seite 38

Impact of Avoid-Shift-Improve

„Avoid‟ and „shift‟

measures

20% emission reduction

Source: EEA, 2010

„Improve‟ measures

44% emission reduction

20

01.05.2012 Seite 39Seite 39

The importance of policy packages rather than

single measures

01.05.2012 Seite 40Seite 40

SOCIAL AND ECONOMIC

IMPACTS OF LOW CARBON

TRANSPORT

An introduction to the co-benefits of sustainable low carbon

transport

21

01.05.2012 Seite 41Seite 41

The future?

© Ko Sakamoto, 2010

01.05.2012 Seite 42Seite 42

Health

Education

Economy

Cross-sector synergies

Transport

Energy

efficiency

Low carbon

transport is a

cost effective

solution to the

achievement

of economy-

wide

objectives

22

01.05.2012 Seite 43Seite 43

Reducing social and economic costs

Air pollution from transport in developing countries

costs up to 2% of many countries‟ GDP

Air pollution from transport in polluted cities such as

Bangkok and Jakarta costs up to 10% of their GDP

External costs of particulates and other vehicle

emissions (excluding lead) are equivalent to 60% of

the import cost of gasoline and 200% of the import

cost of diesel

Congestion increases public transport operating costs

by 10% in Rio de Janeiro and 16% in São Paulo

Congestion and associated road traffic delays and

unreliability can reduce growth of GDP

01.05.2012 Seite 44Seite 44

MODULE SUMMARY

An overview of key points

23

01.05.2012 Seite 45Seite 45

Summary

The carbon intensive transport systems of developed countries are not sustainable

Transport cannot be sustainable unless it is low carbon

A low carbon development trajectory does not restrict economic development or mobility

The concepts underlying low carbon transport systems are not complex

The ASIF approach summarises the drivers of GHG emissions, which should be addressed

The Avoid-Shift-Improve approach to transport strategy development can set developing countries on the path to realising wider economic, social and environmental benefits.

01.05.2012 Seite 46Seite 46

Module 1 overview

Understand the source of GHG

emissions

Recognise the drivers of GHG emissions from

the transport sector

Realise the potential to de-couple mobility

and GHG emissions from

transport

Be aware of the Avoid-Shift-

Improve approach to

transport strategy

Recognise and communicate

the wider benefits of

sustainable low carbon

transport.

Acknowledge the

need to recognise

climate change

Be equipped to

mitigate against

GHG emissions

from the land

transport sector.

24

01.05.2012 Seite 47Seite 47

GIZ SUTP project

[email protected]

[email protected]

01.05.2012 Seite 48Seite 48

25

01.05.2012 Seite 49Seite 49

Reducing energy in public

transport

Source Ticket to Kyoto www.tickettokyoto.eu

01.05.2012 Seite 50Seite 50

Benefits of low carbon transport

Low carbon

transport

http://www.tickettokyoto.eu/

26

01.05.2012 Seite 51Seite 51

Public transport contributes between €130 billion

and €150 billion to the European economy

(approx 1.2% of its GDP)

In 2008, public transport operators in the EU-27

employed approximately 1.2 million people

Low carbon transport also creates „green‟ jobs in:

Infrastructure to support green transport modes, such

as public transport and non-motorised transport

Alternative fuels

Technologies to enact green transport, e.g. GPS

systems, Intelligent Transport Systems, green logistics

etc.

Page 51

Creating green jobs

01.05.2012 Seite 52Seite 52

Increasing provision for private cars is

inequitable, benefiting wealthier citizens

Journeys for low income citizens in

developing countries can be excessively

long and costly, exacerbated by urban

sprawl

Investment in non-motorised and public

transport can increase accessibility to jobs

and services – especially if targeted to

where the urban poor live and work

Transport subsidies can be a safety net for

low income groups. Page 52

Reducing poverty

27

01.05.2012 Seite 53Seite 53

Road safety

0.5 million people die and 15 million people are

injured in urban road collisions in developing

countries every year

Collisions cost developing countries between 1

to 2% of their GDP

Economic cost of accidents in developing

countries has been estimated as the same

value as total aid and lending to these countries

Measures to manage traffic to control its energy

efficiency can reduce risk to NMT users

Enhancing NMT infrastructure can better

protect its users.

ANNEX 2 Sustainable Transport and the Climate Process

1

01.05.2012 Seite 1

Sustainable

transport and the

climate process


March 19, 2012

Heather Allen






change sectors.



2


Module overview

The UNFCCC

Land transport and the Kyoto Protocol

Land transport post 2012

Module summary


THE UNFCCC

An introduction to the United Nations Framework Convention on

Climate Change

3


United Nations Framework

Convention on Climate Change.

An international treaty

Adopted in 1992

Aim: “to stabilise greenhouse gas

concentrations in the atmosphere at a level that

will prevent dangerous human interference with

the climate system.”

What is the UNFCCC?


194 Parties

- Annex IIndustrialised countries that were members of the OECD in 1992

and countries with economies in transition.

- Annex IIIndustrialised countries that were members of the OECD. These

are required to provide financial resources to support climate

change mitigation and adaptation in Non-Annex I Parties, and to

promote the development and transfer of technologies to Annex I

Parties and Non-Annex I Parties.

- Non-Annex I

Mainly developing countries, including Least Developed Countries.

Signatories of the UNFCCC

4


Intergovernmental process

The Secretariat facilitates the

implementation of the Convention

The Convention is non-legally

binding, but it can set „protocols‟

Progress is assessed at annual

„Conferences of the Parties‟ (COP)

Decision making at the COP is done

by consensus.

How does the UNFCCC work?


An holistic approach to climate change

Mitigation

Adaptation

UNFCCC“An adjustment in natural

or human systems in

response to actual or

expected climate change

or its impacts which

moderates harm or exploits

beneficial opportunities.”

“A human intervention to

reduce the sources or

enhance the sinks of

greenhouse gases.”

5


UNFCCC bodies

Conference of the Parties (COP)

Subsidiary Body

for Scientific and

Technological

Advice (SBSTA)

Subsidiary Body

for Implementation

(SBI)

Ad Hoc Working

Group on Long-

term Co-operative

Action (AWG-LCA)

Ad Hoc Working

Group on Further

Commitments for

Annex I Parties

under the Kyoto

Protocol (AWG-KP)

Channels of advice

Subsidiary Bodies (SB) Temporary Working Groups (AWGs)

UNFCCC bodies

01.05.2012 Seite 10Seite 10

Intergovernmental organisations (IGOs)

Non-Governmental Organisations (NGOs)

Observer organisations

6

01.05.2012 Seite 11Seite 11

The Kyoto Protocol

The first international agreement to mandate

(legally bind) domestic GHG emission reductions

The Treaty was agreed in 1997 and entered into

force in 2005

Nearly all Parties to the UNFCCC have signed the

Kyoto Protocol (KP)

The USA is a notable exception

Developing countries (Non-Annex I Parties) are

not committed to reducing emissions under the KP

Collective emission reduction pledges of 29% on

1990 levels by 2012

There are no procedures in place to punish

countries that do not deliver their pledge.

01.05.2012 Seite 12Seite 12

UNFCCC milestones

Milestone Year Description

Signing of the

Convention1992 Signed in Rio, it was a voluntary commitment for Annex I

Parties to seek to stabilise their emissions from 1990 to 2000.

Adoption of the

Kyoto Protocol

1997 This set a „legally binding‟ target for Annex I Parties to reduce their

collective emissions by 5% on 1990 levels by 2012, and introduced

3 policy measures to support this.

Marrakesh Accords 2001 Agreements setting out numerous provisions to support the

operationalisation of the Kyoto Protocol.

Kyoto Protocol

entered into force2005 This took place at COP11 in Montreal.

Nairobi Work

Programme2005 SBSTA launched a 5 year work programme to explore the impacts,

vulnerability and adaptation to climate change.

Bali Action Plan 2007 COP13 produced this „road map‟ for a negotiation process for a

new international climate agreement, with completion aimed for

COP 15 in 2009.

Copenhagen

Agreement

2009 Annex-I Parties pledged to provide „new and additional finance‟ and

set emission reduction targets to 2020. Non-Annex I Parties agreed

to conduct mitigation activities (NAMAs).

Cancún

Agreements

2010 These outputs of COP16 continued and developed negotiations in

respect to adaptation and mitigation, including related finance and

technology provisions.

7

01.05.2012 Seite 13Seite 13

Any questions

01.05.2012 Seite 14Seite 14

UNFCCC support for non-Annex I Parties

Finance

Capacity building

Technology transfer

8

01.05.2012 Seite 15Seite 15

Finance under the UNFCCC

Emerging funds

Carbon market

„Special‟ funds

UNFCCC‟s financial mechanism

Global Environmental Facility (GEF)

Special Climate Change Fund

(SCCF)

Least Developed

Countries Fund (LDCF)

Clean Development Mechanism

(CDM)

Joint Implementation

(JI)

Adaptation Fund

Emissions trading

Green Climate Fund (GCF)

01.05.2012 Seite 16Seite 16

„The process of developing the technical skills

and institutional capability in developing

countries and economies in transition to enable

them to address effectively the causes and

results of climate change.‟

Capacity building

http://photographs/ImageViewer.aspx?imagepath=//trllimited/data/SE_TRLImageBank/Staff+Image+Library/Overseas/Africa/Unknown_African_location/DSCN8699.JPG

9

01.05.2012 Seite 17Seite 17

Institutional capacity building, including the

strengthening or establishment of national climate

change secretariats or national focal points

Enhancement and/or creation of an enabling

environment

National communications

National climate change programmes

GHG emission inventories and systems for

collecting, managing and utilising associated data

Improved decision-making

Education, training and public awareness.

Scope of capacity building

01.05.2012 Seite 18Seite 18

„The developed country Parties… shall take all

practical steps to promote, facilitate and finance,

as appropriate, the transfer of, or access to,

environmentally sound technologies and know-

how to other Parties… to enable them to

implement the provisions of the Convention.‟

Technology transfer

http://photographs/ImageViewer.aspx?imagepath=//trllimited/data/SE_TRLImageBank/Staff+Image+Library/Road_Works_and_Traffic_Management/D047-07-007.JPG

10

01.05.2012 Seite 19Seite 19

Cleaner technologies

Public transport improvements

Emission/fuel standards

Traffic and demand management

Biofuels

Non-Motorised Transport

Public awareness

Economic and fiscal instruments

Land use planning

Technology Needs Assessments

„Hard and soft

technologies

… regulatory

options and…

fiscal and

financial

incentives

and capacity

building.‟

UNFCCC,

2001

01.05.2012 Seite 20Seite 20

International policy

Global sustainability

National policyDomestic interests

First step to accessing support

Co-ordination

Harmonisation

Integration

Coherence Participation

Engagement

11

01.05.2012 Seite 21Seite 21

Mainstreaming climate change mitigation

International

National

Regional

Local

UNFCCC

Treaty to stabilise

international GHG

emissions.

National climate change

strategy

Comprehensive long-

term strategy for

domestic emission

reduction.

Climate Action Plans

Local area specific

climate change

mitigation measures

and strategy.

Regional climate

change strategy

Climate change

mitigation actions set in

the context of regional

characteristics and

needs.

01.05.2012 Seite 22Seite 22

An example: National climate change

policy in Mexico

Special Climate Change Program

(PECC)

Planned actions will reduce

emissions by 6% by 2012 from a

BAU scenario

11% of emission reductions by 2012

will come from transport

Contains guidelines to reduce

emissions by 30% from BAU by 2020

Highlights need to mobilise municipal

governments and civil society

Refers to required support via the

UNFCCC.

© Breithaupt, 2010

12

01.05.2012 Seite 23Seite 23

Stop point

01.05.2012 Seite 24Seite 24

LAND TRANSPORT AND THE

KYOTO PROTOCOL

The status-quo

13

01.05.2012 Seite 25Seite 25

What is the Kyoto Protocol?

Legally binding international agreement

Adopted in 1997 and enacted in 2005

Sets emission reduction targets for 37 developed

countries and the EU (Annex I)

Pledged emission reductions average 5% per country

against 1990 levels from 2008 to 2012

Emission reduction commitments are to be met

domestically or by one of 3 market mechanisms

introduced by the Kyoto Protocol

01.05.2012 Seite 26Seite 26

Flexible mechanisms and land transport

Joint Implementation (JI)

Emissions Trading Scheme (ETS)

Clean Development Mechanism (CDM)

0.26% of CDM projects have taken place in the

transport sector (9 of 3,396)

0.96% of the projects in the CDM „pipeline‟ are

in the transport sector (32 of 3,323).

14

01.05.2012 Seite 27Seite 27

Registered transport CDM projects

Note: The emission reductions shown are estimates expressed in tonnes of

CO2 mitigated per annum.

BRT in

Chongqing, China

- 218,067 tonnes

CO2/annum

Low GHG emitting

rolling Metro stock

in Delhi, India

- 41,160 tonnes

CO2/annum

Cable cars in

Medellín,

Colombia

- 17,290 tonnes

CO2/annum

Plant oil production for use in

vehicles in Paraguay

- 17,188 tonnes CO2/annum

Transport of cars

by train in India

- 23,001 tonnes

CO2/annum

BRT in Mexico

- 145,863 tonnes

CO2/annum BRT in

Zhengzhou, China

- 204,715 tonnes

CO2/annum

Metro in Delhi,

India

- 529,043 tonnes

CO2/annum

BRT in Bogotá,

Colombia

- 246,563 tonnes

CO2/annum

01.05.2012 Seite 28Seite 28

Transport CDM projects in the pipeline

Bus Rapid Transit , 11

Motorbikes , 4

Modal shift from road to

rail , 6

Rail -regenerative braking , 2

Metro –efficient

operation , 1

Biodiesel for transport , 8

15

01.05.2012 Seite 29Seite 29

CDM challenges for transport

Measurement of CO2

emission reductions

High „transaction‟

costs

Carbon credits make

relatively low

contribution to total

project cost.

01.05.2012 Seite 30Seite 30

LAND TRANSPORT POST 2012

Prospects for land transport after the provisions of the Kyoto

Protocol

16

01.05.2012 Seite 31Seite 31

The road ahead for transport

The COP „requests the Executive Board [of the CDM] to develop

standardized baselines… prioritizing methodologies that are

applicable to… underrepresented project activity types or regions,

inter alia, for… transport.‟- Decision-/CMP.6.

„Projects linked to renewable energy, energy efficiency and

transportation “have the potential to bring about not just volumes of

tonnes reduced but also to transform the way we produce and

consume energy.”‟

– Christiana Figueres, Executive Secretary of the UNFCCC (September 2010)

“‟If you do not tackle transport then you cannot tackle climate

change.”‟

– Yvo de Boer, previous Executive Secretary of the UNFCCC

01.05.2012 Seite 32Seite 32

Emerging opportunities

Market mechanisms

Non-market mechanisms

Technology

Climate funds

Nationally Appropriate Mitigation Actions

(NAMAs)

New market mechanisms

CDM

reform

Fast start

finance

Green Climate

Fund (GCF)

Technology

mechanism

17

01.05.2012 Seite 33Seite 33

A focus on NAMAs

Voluntary climate change mitigation activities

conducted in developing countries.

Why pursue NAMAs?

Access to financial, capacity building and

technology support

Economic, social and environmental co-

benefits of climate change mitigation

Demonstrates readiness to contribute towards

the global challenge of climate change.

01.05.2012 Seite 34Seite 34

Financial support for NAMAs

Unilateral NAMAs

• Domestically funded and implemented.

Supported NAMAs

• Funded by financial, technology and/or capacity building support from Annex I Parties.

• Funding is likely to be limited to incremental costs.

Credited NAMAs

• Funded by carbon „credits‟ generated by the emission reductions achieved, which are traded on the carbon market.

18

01.05.2012 Seite 35Seite 35

Context

There is no concrete definition of NAMAs

NAMAs are voluntary emission reduction policies,

programmes or projects that are reported by

national governments to the UNFCCC

NAMAs can be local, regional or national

They should be reported by national governments

to the UNFCCC

The UNFCCC negotiations regarding NAMAs

remains open

The UNFCCC is exploring how to operationalise

the NAMA concept

In the absence of an international agreement the

NAMA concept could be applied bilaterally.

01.05.2012 Seite 36Seite 36

NAMA timeline

2007

• First mentioned in the Bali Action Plan of COP13 in the context of „enhanced national/international action on mitigation of climate change in the context of sustainable development.‟

2009• The Copenhagen Accord of COP15 invited Non-Annex I Parties invited to submit

proposals for NAMAs.

2010

• NAMA proposals shared with the UNFCCC by 44 developing countries

• UNFCCC organises a post negotiating session workshop on NAMAs

• Cancun Agreements of COP16 repeated the invitation to submit proposals.

2011

• UNFCCC exploring how to operationalise the concept

• Developing countries continuing to develop NAMAs

• Commitment to NAMAs made concrete at COP17 in Durban?

2012• NAMAs operationalised?

19

01.05.2012 Seite 37Seite 37

Transport NAMA communications

44 NAMA submissions made to the UNFCCC

28 submissions contain transport NAMA proposals

NAMAs are also being developed by other Parties.

Non-Annex I

Parties

proposing

transport

NAMAs

64%

01.05.2012 Seite 38Seite 38

Developed country

commitments:

Emission reductions

Finance pledges

Transport NAMA communications

Sustainable low carbon transport

policy, programme or project

Measure CO2

emissions (MRV)

Transport NAMA

International

su

pp

ort

20

01.05.2012 Seite 39Seite 39

Developing NAMAs

Reflect national

development

priorities

Show themselves

to be cost effective

Be developed as

viable project

concepts

Indicate how

emission

reductions will be

measured.

© Sakamoto, 2010

01.05.2012 Seite 40Seite 40

Key considerations

Sector

Sub-sector (i.e. public transport)

NAMA boundary (i.e. city/regional/national level)

Measures and activities with a direct impact on GHG

emission reduction

Measures and activities with an indirect impact on GHG

emission reduction

Timeframe for preparation and implementation

Full implementation and operating costs

NAMA type (i.e. supported with the possibility of crediting

some of the actions)

Type of support required (i.e. financial, technical, and/or

capacity building)Source: Point Carbon, 2010

21

01.05.2012 Seite 41Seite 41

Develop a NAMA concept

Communicate with national

UNFCCC delegation

National government

share concept with UNFCCC

64%

No template for NAMA proposals

NAMA registry is being developed.

Initial process

01.05.2012 Seite 42Seite 42

Group exercise

22

01.05.2012 Seite 43Seite 43

MODULE SUMMARY

01.05.2012 Seite 44Seite 44

Summary

The UNFCCC was established to support climate change mitigation and adaptation

Engaging with the UNFCCC can result in financial, capacity building and technology transfer support for domestic low carbon transport activities

The process is designed so that the developed world helps the developing world

UNFCCC has historically provided relatively little support to sustainable low carbon transport

Post 2012 international climate policy is likely to be more conducive to the support of sustainable transport than the Kyoto Protocol.

NAMAs are probably the most suitable instruments for addressing the growing emissions from transport

23

01.05.2012 Seite 45Seite 45

Module 2 overview

Understand the role of the UNFCCC

Recognise that financial,

technology transfer and

capacity building support are

available for low carbon transport

Realise that support for

climate change mitigation in the transport sector

is being increased

Be aware of the specific

emerging opportunities for support for land

transport mitigation under the UNFCCC.

Acknowledge the

need to be aware of

international

climate policy

Understand how to

engage with the

UNFCCC process

and the benefits of

doing so

01.05.2012 Seite 46Seite 46

GIZ SUTP project

[email protected]

[email protected]

ANNEX 3 Transitioning to Low Carbon Transport

1

01.05.2012 Seite 1

Transitioning to low

carbon transport


March 19, 2012

Heather Allen



Gap initiative. ‘Bridging the Gap: Pathways for Transport

in a Post 2012 Process’ is a partnership that was formed


change sectors.



2


Module overview

Enabling factors for low carbon transport

Institutional factors

Financial factors

Political factors

Technical factors

Technological factors

Module summary


ENABLING FACTORS FOR

LOW CARBON TRANSPORT

An introduction to the factors that can provide the framework for

low carbon transport

3


What are the enabling factors?



?

?

?

?

Low Carbon

Transport

• …

• …

• …

• …

4



Institutional

• Fragmented decision making

• Large number of stakeholders

Financial • Role of international, national, regional or local governments

• How taxes are disbursed

• Public vs private sector

Political

• Political will and support

• Voice of different interested parties

Low Carbon

Transport Public Transport

Technical

Technological

• Data, statistics and information

• Low carbon technologies


INSTITUTIONAL FACTORS

An overview of institutional characteristics that can support the

realisation of low carbon transport.

5



Institutional

Financial

Political

Low Carbon


Technical

Technological

• Institutional framework

• Decision making processes

• Regulations

• Number of stakeholders

01.05.2012 Seite 10Seite 10

Good practice principles

Strong leadership

Joined-up governance

Co-ordination and integration

Vertical and horizontal

Inclusive operation

Incorporate non-government actors

Participatory governance

Evidence based practices

Robust communication channels

Formal and informal

Permanent and ad-hoc.

Ko Sakamoto

6

01.05.2012 Seite 11Seite 11

Putting principles into practice

Build policy networks

Formalise channels of communic-

ation

Establish new

processes

Create new institutions

Build policy

networks

Reform or

restructure Government

bodies

Make strategic

partnerships across

disciplines

01.05.2012 Seite 12Seite 12

Key message

The role of institutions & legal

processes is to facilitate

Helping to ensure all aspects

of problem areas identified

Holistic strategy formulation

Evidence based policy

development

Cost-effective approaches and

funding available

Synergies in delivery

Supportive regulations.

7

01.05.2012 Seite 13Seite 13

Example Government structure

National Parliament

Prime Minister’s

office

Ministry of Natural

Resources

National Environment Management

Authority

Ministry of Finance

National Roads Fund

Ministry of Works and Transport

Road safety Council

Transport Directorate

Planning Regulation

Commissions

Directorate of public works

National Roads

Authority

Ministry of Local Government

City Councils/ Districts/

Municipalities

Ministry of land and

urban development

01.05.2012 Seite 14Seite 14

Example of integrated policy framework

Source: Implementing Sustainable Urban Transport Policies in China ITF OECD

Discussion Paper 12 Haixiao P 2011

8

01.05.2012 Seite 15Seite 15

Inclusive operation & participatory governance

Who are stakeholders in low carbon transport?

Transport users

Financiers

Research institutions

Transport Ministries

Public transport operators

Business associations

Experts

Politicians

Media

Consultants

Environmental groups

The general public

Local, regional and national

ministries

Mobility providers

Local government

Engineers

Contractors

01.05.2012 Seite 16Seite 16

Priority stakeholders should be identified and then consulted in order to identify

their expectations with regards to the project or to low carbon transport

Consultations carried out

Round-tables, workshops, meetings

Local businesses, major employers, industry representatives, chambers of commerce .

Possibly via surveys (questionnaires) sent to local executives and management staff.

Public hearings or via advertisements placed in local media e.g. the Métro newspaper.

Round-tables / workshop/ meetings with municipalities, districts, Ministers (eg for environment, mobility and employment/economy ).

Meetings and/ or workshops, phone interviews with representatives at local or national level

Associations

Economic domain (businesses)

Employees (executives and management staff )

Customers and residents

Regionaland local authorities

Trade union organisations

Stakeholder

Stakeholder consultation

9

01.05.2012 Seite 17Seite 17

‘Green Plan’ Consultation, Mexico City

Set of strategies for 2007 to 2022

It aimed for:

‘transparency and

accountability to citizens’ and

to ‘encourage conscious civic

participation in the whole

process.’

Activities

‘Green Survey’ (August 2007)

Over 1 million participants

Conducted in person, by

telephone and via internet

Permanent ‘communication

campaigns’

‘Environmental education.’

Topic Approval

Expansion of BRT lines and

subway system81%

Replacement of minibuses for

clean units89%

User of clean energy in taxis 88%

Mandatory school bus transport 64%

Alternate Saturday circulation of

private cars71%

Topic Approval

Safe use of bikes, skates and

skateboards in the city93.5%

Use of school bus transport 83.3%

Proximity to parks 60.7%

Response of adults to various

proposals:

Response of children to various

proposals:

01.05.2012 Seite 18Seite 18

FINANCIAL FACTORS

An overview of the different opportunities available

10

01.05.2012 Seite 19Seite 19


Institutional

Financial

Political

Low Carbon


Technical

Technological


• Role of international, national, regional or local governments

01.05.2012 Seite 20Seite 20

What requires financing?

Construction of…

11

01.05.2012 Seite 21Seite 21

Source

How can low carbon transport be financed?

01.05.2012 Seite 22Seite 22

Local level finance

instruments

Parking charges

Road pricing

Congestion charging

Employer contributions

Fare box revenues

Public transport subsidies

Land development taxes

Public Private Partnerships

Advertising.

Domestic funding opportunities

National level finance

instruments

Fuel taxes/surcharges

Vehicle taxation

Loans

Grants

Subsidies

Examples

Versement Transport (France)

Mineral oil tax (Germany)

Sales and property taxes

(USA)

12

01.05.2012 Seite 23Seite 23

1

• Understand and manage the financial requirements for sustainable urban transport

2• Understand the various financing

options/ mechanisms

3• Optimally combine these financing

options/mechanisms

Steps towards funding low carbon transport

01.05.2012 Seite 24Seite 24

Public funds

Levies and taxes

Public private partnerships – such as Design,

Build, Transfer DBT or Design, Build, Operate,

Transfer (many types)

TOD (Transit orientated development) or TIF

(Tax Incremental Financing)

New types of trust funds and bond selling

International aid

Tendering, contracting franchising operations

....

Typical methods of funding

13

01.05.2012 Seite 25Seite 25

Public Private Partnerships

Many systems in Asia have

used this form of financing e.g.

Bangkok metro and Skytrain

Various components of the

system can be contracted out

such as:

The stations

The passenger information

The ticketing systems.

© Kodukula, 2010

01.05.2012 Seite 26Seite 26

Partnership funding

Copenhagen Metro

A joint company

created for building the

line was created owned

by the city and Danish

Government

Borrowed capital based

on city and state

backed bonds

Paid back as

developers moved into

the brown field site

14

01.05.2012 Seite 27Seite 27

Congestion charging schemes in the UK

Page 27

• 74% of UK population opposed road pricing

(BBC, 2007) – not a popular measure

• Independent Mayor spent 3 years preparing

– a lot of stakeholder meetings and he got

the business community on board early

• Central London congestion charge began

2003 - now £8 per day

• 200 new bus services launched on same

day

• Following London success UK government

launched Transport Innovation Fund (TIF)

for similar schemes – and other cities

followed e.g. Stockholm

• Manchester and Edinburgh congestion

charges failed in public vote/referendum

• Schemes need to be carefully and politically

marketed

Image: Gene Hunt

01.05.2012 Seite 28Seite 28

POLITICAL FACTORS

An overview of the importance of political commitment and support.

15

01.05.2012 Seite 29Seite 29


Institutional

Financial

Political

Low Carbon


Technical

Technological

• Political will and support

01.05.2012 Seite 30Seite 30

16

01.05.2012 Seite 31Seite 31

01.05.2012 Seite 32Seite 32

1. Jawaharlal Nehru National

Urban Renewal Mission

(JNNURM), India

2. PROTRAM

Mexico

Leadership at national level

© Breithaupt, 2010

http://en.wikipedia.org/wiki/File:JnNURM_logo.jpg

17

01.05.2012 Seite 33Seite 33

TransJakarta, BRT (Indonesia)

Studies and plans for a BRT in

Jakarta were developed

several decades ago

No progress was made

towards implementation until

2001 when Jakarta’s Governor

Sutiyoso promised to

implement a BRT

TransJakarta BRT opened in

2004

Patronage of approx 280,000

per day© Bongardt, 2010

01.05.2012 Seite 34Seite 34

One hour stop point

18

01.05.2012 Seite 35Seite 35

TECHNICAL FACTORS

An overview of the importance of a robust underlying technical

framework

01.05.2012 Seite 36Seite 36


Institutional

Financial

Political

Low Carbon


Technical

Technological

• Data, statistics and information

• Partnerships, knowledge exchange and best practice.

19

01.05.2012 Seite 37Seite 37

Data collection

Transport planning needs

good data

- It should be city or

metropolitan wide rather

then project based

- Origin and destination data

is required to show traffic

flows

- Collect more than just

transport information in

order to recognise wider

impacts

Data and calculations

based on it should be:

Transparent

Consistent

Frequent

Comparable

Complete

Accurate.

01.05.2012 Seite 38Seite 38

Gain an understanding of the impact of

current policies and practices

Support the establishment of strong

domestic policies that support energy

efficiency and attainment of co-benefits

Increase access to international sources of

financial support.

Benefits of robust data collection

20

01.05.2012 Seite 39Seite 39

Partnerships and knowledge networks

01.05.2012 Seite 40Seite 40

TECHNOLOGICAL FACTORS

An overview of low carbon transport technologies

21

01.05.2012 Seite 41Seite 41


Institutional

Financial

Political

Low Carbon


Technical

Technological

• Low carbon vehicles

• System efficiency software

• Low carbon fuels

01.05.2012 Seite 42Seite 42

Low carbon transport technologies

Low carbon transport

technologies

Design technology tools and software

Infrastruc-ture

Operation and

manage-ment

Vehicles

Fuel

22

01.05.2012 Seite 43Seite 43

Low carbon transport technologies

Technology

type

Examples

Design

technology tools

and software

High density mixed-use development; pedestrian

environment design software; fleet management

systems.

Infrastructure Traffic calming technologies; public transport stations

and stops; electric vehicle charging infrastructure;

freight consolidation centres.

Operation and

management

Intelligent Transport Systems (ITS); automated

bicycle hire systems; real time information systems;

smart ticketing; logistic management systems.

Vehicles Hybrid vehicles; regenerative braking; efficiency

enhancements; double-deck; articulated.

Fuel Hydrogen fuel-cells; CNG; LPG; bio-fuels;

electrification.

01.05.2012 Seite 44Seite 44

0

10

20

30

40

50

60

Conventional Gasoline

Vehicle

Advanced Gasoline

Vehicle

Hybrid Gasoline

Vehicle

Conventional Diesel

Vehicle

Advanced Diesel

Vehicle

Hybrid Diesel Vehicle

Pe

rce

nt

Imp

rov

em

en

t in

Fu

el E

con

om

y

(re

du

ctio

n in

fue

l use

) (L

/10

0k

m)

Source: IEA, 2008

Perc

ent

Impro

vem

ent

in F

uel E

conom

y

(reduction in f

uel use)

(L/1

00km

)

Improving energy efficiency

23

01.05.2012 Seite 45Seite 45

Low carbon energy

Source: Yarra Trams, 2008

01.05.2012 Seite 46Seite 46

Improving efficiency of vehicles

Source: Friedrich, 2008

24

01.05.2012 Seite 47Seite 47

Source: Barth and Boriboonsomsin, 2008 in Replogle, 2010

Improving efficiency of traffic

01.05.2012 Seite 48Seite 48

Transport demand management using mobile

technologies

San Francisco parking project http://sfpark.org/

25

01.05.2012 Seite 49Seite 49

MODULE SUMMARY

An overview of key points

01.05.2012 Seite 50Seite 50

Summary

Introduction to good practices and potential challenges

that can be faced in relation to the effective development,

implementation and maintenance of low carbon transport

interventions.

Highlighted the enabling factors are with the main

institutional, legal, political and financial

Outline the technical, social and technological factors that

can be followed to support the realisation of low carbon

transport.

Discuss local challenges and barriers that may be faced

offering a few case studies on how they might be

overcome (this information may need to be supplemented

by the trainer in their preparation.

26

01.05.2012 Seite 51Seite 51

Module 3 overview

Recognise the key enabling factors to low

carbon transport

Understand good practices in relation to institutional frameworks

Be aware that there are a wide

range of different sources

of finance available to support low

carbon transport

Realise the role that political support and

technical know-how play in low carbon transport

systems.

Recognise the range of

available low carbon

technologies.

Acknowledge that

different factors can

facilitate a transition to


Recognise factors

that enable and

impede low carbon

sustainable

transport systems.

01.05.2012 Seite 52Seite 52

GIZ SUTP project

[email protected]

[email protected]

27

01.05.2012 Seite 53Seite 53

Legal framework

A form of state and institutional reform

Regulations can:

Shape individual travel behaviours

Support effective private sector

transport provision (i.e. public transport)

ExamplesLow Emission Zones; road user charging; public

transport operator standards; technical operating

standards; vehicle scrappage schemes.

01.05.2012 Seite 54Seite 54

Examples of integrated institutions

Transport for London, England Created in 2000 to replace fragmented agencies, co-ordinates planning and delivery of

the elected Mayor’s transport and land-use strategy. Is responsible for all public transport

including ferries, taxis, emergency services and the parking and policing of transport.

Land Transport Authority, SingaporePart of the Ministry of Transport Created in 2000 to replace fragmented agencies,

develops and co-ordinates all land use and transport policies, design, planning and

development of all of all public /mass transport (including taxis), parking and road use, all

regulations and monitoring, ticketing and fare policies and passenger information.

Taipei City Department of TransportationResponsible for mobility across whole city, including fare integration, road traffic

management and parking management. All bus services are tendered and it oversees the

metro operations. A smartcard can be used for all public transport and has an electronic

purse component and gives access to specific cultural activities (entrance to nature parks

etc).

28

01.05.2012 Seite 55Seite 55

Stakeholder mapping

Source:

Adapted from

the Stakeholder

Circle

These stakeholders

may be only a small

group but they may

have the power to ‘kill’

the project if they are

not carefully managed

These stakeholders

may be not be the

most powerful but

their influence is closer

to the circle than the

larger circle

The largest group

may have the least

influence !

01.05.2012 Seite 56Seite 56

Stakeholder matrix alternative

Low influence High Influence

Low stake Lowest priority

stakeholder

Can be useful for

brokering decisions or

opinion forming

High Stake Most important

stakeholder group

Most critical group to

include

29

01.05.2012 Seite 57Seite 57

Governance and business

responsibility

• Public service mission

• Sustainable purchases

• Enhancing brand image / appeal of public transport

• Communication and engagement with stakeholders

Technological Innovation

and sustainable development

• Efficient use of resources

• Noise and vibrations

• Climate change and air pollution

• New technologies

Sustainable mobility

• Intermodality between different modes of transport

• Reduction of travel times

• Accessibility of public transport

• Synergies with other public transport operators

Regional economic development

• Providing transport services for main areas of economic activity (link with development plan)

• Economic development of the Region

• Creation of low-skilled jobs

Using consultation to identify the main categories of priority issues

Main categories of priority issues (based on consultation of stakeholders)

Stakeholder consultation

ANNEX 4 Module 4 – Climate Finance for Low Carbon Transport

1

01.05.2012 Seite 1

Climate finance for


Module 4Manila

20 March 2012

Ko Sakamoto (ADB)






change sectors.



2


Module overview

Climate finance

Climate finance and land transport

Accessing climate finance

Module summary


CLIMATE FINANCE

An introduction to climate finance

3


From yesterday

Institutional

Financial

Political

Low Carbon


Technical

Technological


• Role of international, national, regional or local governments


Question

What kinds of financing sources are there for

sustainable transport?

4


Public funds

Levies and taxes

Public private partnerships – such as Design,

Build, Transfer DBT or Design, Build, Operate,

Transfer (many types)

TOD (Transit orientated development) or TIF

(Tax Incremental Financing)

New types of trust funds and bond selling

International aid

Tendering, contracting franchising operations

Climate finance

Typical methods of funding


Questions

Has anyone heard of this term

before?

What does it mean?

5


„The resources to catalyse the climate-smart

transformation of development trajectories by

covering the additional costs and risks of climate

action, creating an enabling environment and

building capacity in support of adaptation

and mitigation as well as encouraging research,

development, and deployment of new technologies.‟

Source: World Bank, 2010

What is climate finance?

Climate change is the main target

01.05.2012 Seite 10Seite 10

Quiz:

Which of these are climate finance?

Sales tax

Fuel tax

Loans from the local bank

Loans from ADB


6

01.05.2012 Seite 11Seite 11

Types of climate finance for mitigation

Characteristic Climate fund Carbon market (carbon finance)

Definition A source of finance

that is available

specifically to support

climate change

mitigation and/or

adaptation. Many are

available only to

developing countries

or countries in

transition

Carbon is a commodity that can

be traded and this takes place on

the carbon market. The price of

carbon can be volatile, and

„carbon credits‟ tend to be

purchased by developed

countries with emission reduction

commitments under the Kyoto

Protocol to „offset‟ their domestic

emissions

Nature of

funding

Grant, loan, technical,

other

Revenue stream

Co-finance Often necessary Always necessary

CO2

measurement

requirements

Variable, although

generally lower than

on the carbon market.

Stringent.

01.05.2012 Seite 12Seite 12

Quiz:

Fund or market mechanism?

Fisherman receives grant from

government to repair his boat

Farmer sells rice in market

7

01.05.2012 Seite 13Seite 13

Quiz:

Climate fund or carbon market?


Global Environment Facility (GEF)


(NAMAs)

01.05.2012 Seite 14Seite 14

Quiz:

Which is biggest in financial amount?

Domestic funding (taxes you pay)

Official development assistance

Climate finance

8

01.05.2012 Seite 15Seite 15

Relative proportion of climate finance

Source: ITDP, 2010.

Relatively new

instruments to address

climate change

01.05.2012 Seite 16Seite 16

If it‟s so small, why need it?

Can “motivate” people to think about carbon

Can make a marginal project viable

Can increase visibility internationally

Can leverage change in other flows

9

01.05.2012 Seite 17Seite 17

Climate finance leverages other flows

Source: Sakamoto in ADB, 2010.

01.05.2012 Seite 18Seite 18

Shifting allocation of MDB financing

Source: ADB, 2010.

10

01.05.2012 Seite 19Seite 19

Quiz:

Who provides climate finance?

Multilateral development banks

Bilateral development agencies

UNFCCC

Private banks

Domestic funds

01.05.2012 Seite 20Seite 20

Source: Atteridge et al, 2009.

Sources of climate finance

11

01.05.2012 Seite 23Seite 23

CLIMATE FINANCE AND LAND

TRANSPORTAn overview of the amount of finance available and the type of

projects that it can support.

01.05.2012 Seite 24Seite 24

Climate finance for land transport

Source: Binsted et al, 2010.

12

01.05.2012 Seite 25Seite 25

Volume of climate finance

Source: Binsted et al, 2010.

01.05.2012 Seite 26Seite 26

Climate finance: Overview

Currently transport underrepresented within

Kyoto instruments (CDM, JI, ETS)

Several climate funds (e.g. Global Environmental

Facility and Clean Technology Fund) increasing

support in transport

Under UNFCCC, no legally binding agreement

as of 2010

Key aspect of ongoing negotiations is how to

provide:

Short Term Finance: Major aspect of the

Copenhagen Accord (2011)

Long Term Finance: A Green Climate Fund

announced in Cancun (2011)

Photo copyright: Ko Sakamoto (2009)

13

01.05.2012 Seite 27Seite 27

CDM

6,147 proposals for CDM

project activities submitted

for validation and/or

registration by the CDM

Executive Board

Only 0.6% (37 proposals)

have been submitted as

„transport‟ projects

Only 0.16 Mt CO2-eq.

reduced per annum in

transport sector

Source: Gomez, 2011 based on UNEP Risoe Centre

01.05.2012 Seite 28Seite 28

CDM

• Registered projects are:

• A Bus Rapid Transit scheme in

Bogota, Colombia,

• Regenerative braking

technology on the Delhi metro

• A cable car metro system in

Medellin, Colombia

• A biodiesel project in Paraguay

Photo: Transmilenio, GTZ Photo CD 2010

14

01.05.2012 Seite 30Seite 30

Total US$ 8.8 billion (1991-2009)

US$ 201 million allocated to transportation (1999-2009)

GEF 5 (2010 – 2014) US$ 250 million assigned to transportation.

Activities:

Full size projects (FSPs) (> US2Million)

Medium size projects (<US2Million), (MSPs),

Enabling Activities (< 150000 US)

GEF Agencies: MDBs, UNEP, UNDP, IFAD, FAO, UNIDO.

Consistent with national priorities & with GEF operational strategy,

covers incremental costs, requires public involvement,

endorsement by host country, eligible country.

Global Environment Facility

01.05.2012 Seite 31Seite 31

GEF Criteria for access to funding

Projects must …

Be undertaken in an eligible country

Be consistent with national priorities and programmes

Address one or more of the GEF focal areas

Be consistent with the GEF operational strategy

Involve the public in project design and implementation

Be endorsed by the government(s) of the host country(ies).

Global Environment Facility

15

01.05.2012 Seite 32Seite 32

US$ 30 million urban transport project

(grant, approved in June 2010)

from ADB (66%),

the local government (26%) and

GEF (8%).

Purchase of low emission vehicles to

replace the diesel buses currently in use.

Feasibility study for the reintroduction

of trolley buses.

GEF Example

Sustainable Urban Transport Project in Kathmandu, Nepal

01.05.2012 Seite 35Seite 35

Clean Technology Fund (World Bank)

Total allocated US$4.3 billion (as of Jan 2009)

US$600 million to transportation (2009-present)

– mixture of grants and loans

13 investment plans and one regional

investment plan. Seven include actions in

transport - Egypt, Morocco, Mexico, Thailand,

Philippines, Vietnam and Colombia

Priorities for transport include:

Modal shifts to public transportation in major

metropolitan areas

Establishment and improvement of vehicle fuel

economy standards and fuel switching to lower

carbon alternatives

Focus now on implementation

Photo: Armin Wagner, GTZ Photo CD 2010

16

01.05.2012 Seite 36Seite 36

NAMAsUnilateral

Actions

Supported

Actions

(non-credit)

Supported

Actions

(Credits)

Future instrument:

Nationally Appropriate Mitigation Actions (NAMAs)

MRV Requirement

Technology

knowledge

transfer

Capacity

Building

Financing

(CGCF?)

01.05.2012 Seite 37Seite 37

Some examples of transport NAMAs from Asian developing countries

Indonesia (submitted)

Shifting to low-emission transportation modes

Mongolia (submitted)

To promote the import of fuel efficient vehicles… use

economic measures such as implementation of used vehicle

import standards and vehicle registration tax

Bangladesh (proposed)

Replacement of inefficient vehicles and engines

The expansion of mass transport

PRC (proposed)

Reform pricing mechanisms related to oil, natural gas and

electricity

Subsidies and incentives for clean energy vehicles

17

01.05.2012 Seite 38Seite 38

Stop point

01.05.2012 Seite 41Seite 41

ACCESSING CLIMATE

FINANCE

An overview of the process and related points to consider

18

01.05.2012 Seite 42Seite 42

Basic Checklist

1. Project helps mitigate climate change?

01.05.2012 Seite 43Seite 43

Avoid

Reduce or avoid travel or the

need to travel

Shift

Shift to more environmentally friendly modes

Improve

Improve the energy

efficiency of transport modes

and vehicle technology

Low carbon transport

strategy components

19

01.05.2012 Seite 44Seite 44

Basic Checklist


2. Can impact on carbon be measured?

01.05.2012 Seite 45Seite 45

Measuring CO2 emission

reductions (MRV)

Unique nature of transport

sector

Insufficient data

Standardised baselines

Complex methods required

20

01.05.2012 Seite 46Seite 46

Basic Checklist



3. Can the extra money be shown to provide

additional carbon savings?

4. Is there sufficient co-financing to cover total project

costs?

01.05.2012 Seite 47Seite 47

Proving additionality

Extensive co-benefits of climate change

mitigation in the land transport sector

Calculating „incremental‟ costs

Low carbon

transport

21

01.05.2012 Seite 48Seite 48

Basic Checklist

1. Project helps mitigates or adapt to climate change?


3. Can the extra money be shown to provide additional

carbon savings?

4. Is there sufficient co-financing to cover total

project costs?

01.05.2012 Seite 49Seite 49

The need for co-finance

Insufficient funds relative

to challenge

Incremental costs

High project preparation,

measuring and monitoring

costs

The majority of finance will

need to come from

domestic sources.

Climate

finance

Development

finance

Domestic

finance

Private

sector

22

01.05.2012 Seite 50Seite 50

Issues to consider

Adequacy

Sustainability

Predictability

Source: UNFCCC, 2007.

01.05.2012 Seite 51Seite 51

Process to access climate finance

23

01.05.2012 Seite 52Seite 52

More information

GTZ Sourcebooks and

Technical Papers for

Policy Makers

worldwide

http://www.sutp.org

Page 52

Climate Finance Guidance – available for download!

http://www.transport2012.org/bridging/ressources/file

s/1/1122,SUT-TD-5.pdf

01.05.2012 Seite 53Seite 53

24

01.05.2012 Seite 55Seite 55

MODULE SUMMARY

01.05.2012 Seite 56Seite 56

Summary

Climate finance is used solely for mitigation and adaptation

Sources of climate finance are wide and growing in number and volume of disbursements

A wide range of sustainable low carbon transport interventions have been supported by climate finance

Climate finance can leverage additional funding

There are a number of barriers to accessing climate finance but these can be overcome

New sources of climate finance are being developed and will take into account historic challenges experienced by land transport.

25

01.05.2012 Seite 57Seite 57

Module 4 overview

Understand what

differentiates climate

finance from other sources

of funding

Recognise that climate finance is

available from a wide range of sources

Be aware of the process

for accessing climate finance

Realise the barriers to accessing

climate finance

Acknowledge that

climate finance is

available

Be informed about

the range of

sources of climate

finance available.

01.05.2012 Seite 58Seite 58

GIZ SUTP project

[email protected]

[email protected]

ANNEX 5 Module 5 – Measuring the Impact of

Low Carbon Transport Interventions on CO2 Emissions

1

01.05.2012 Seite 1

Measuring the

impact of low carbon

transport

interventions on CO2

emissions


March 20, 2012

Alvin Mejia



Gap initiative. ‘Bridging the Gap: Pathways for Transport

in a Post 2012 Process’ is a partnership that was formed


change sectors.



2


Module overview

Why measure the CO2 impact of transport interventions?

Bottom-up approaches to measuring CO2 emissions

Top-down approaches to measuring CO2 emissions

Practical considerations

Module summary


WHY MEASURE THE CO2

IMPACT OF TRANSPORT

INTERVENTIONS?

3


Gain an understanding of the

impact of current policies and

practices

Indicate the impact of proposed

measures

Support the establishment of

strong domestic policies that

support energy efficiency and

attainment of co-benefits

Increase access to international

sources of financial support.

Benefits of measuring the CO2 impact of

transport interventions

Many of the

same benefits

apply to

measuring

impacts on wider

co-benefits,

which can also

increase support

for transport

interventions.


Measurement under the UNFCCC

Estimates the CO2

mitigation potential for each activity

Allows mitigation

activities to be quantified in

terms of contribution to

meeting overall

target(s)

Identifies the mitigation

potential for each activity

typeSupports transparency.

Measurement

Verification

Reporting

4


MRV requirements are variable

The MRV requirements for international

support post 2012 are yet to be determined.

Unilateral Actions –

Domestic support

Supported

Actions

(Non-credit)

Credited

Actions

MRV Requirement


(NAMAs)


MRV challenges

Unique nature of mobile sources of emissions

in the transport sector

Patchy and insufficient data

No standardised baselines

Complexity and cost of methods

Availability of suitable modeling tools

Difficulties in estimating abatement costs

Difficulties in ensuring endurance of

emissions reductions.

5


Basic data requirements

CO2 emissions result from

fuel combustion

Amount of fuel used

Source of fuel

consumed (i.e. bus/

private car)

Carbon content of the

fuel.

01.05.2012 Seite 10Seite 10

Basic data requirements

Historic data

Projected data

CO

2e

mis

sio

ns

Ex-ante

Withintervention

Withoutintervention

Time

Ex-post

6

01.05.2012 Seite 11Seite 11

Measurement approaches

Top –Down• National level data

Bottom-up• Data gathered from more detailed sources e.g. City /metropolitan area/region

01.05.2012 Seite 12Seite 12

Comparison of approaches

Approach Advantages Disadvantages

Bottom-up•Emission sources assessed

in detail based on data from

individual sources

•Allows information on local

issues, such as congestion,

to be identified

•The most accurate estimates

require a large number of

different datasets.

•Requires an extensive

amount of data collection and

handling

•Datasets can be inconsistent

or of a relatively low quality.

Top-down•National level data is

normally available

•National level datasets tend

to be relatively high quality

•Datasets are often

consistent

•Good for historic emission

estimates.

•Relatively low level of detail

•Lack of data can make use

of emission inventories

challenging

•Not well suited to assessing

impact of transport policies.

7

01.05.2012 Seite 13Seite 13

Combined approach

National emission inventory

data

Local datasets (i.e. on

vehicle type and age)

CO2

emission projection

Top-down

Bottom-up

01.05.2012 Seite 14Seite 14

Data collection methods

Data

Travel surveys/

interviews

Traffic counts

Public transport

patronage statistics

Vehicle sales data

Vehicle fuel sales data

Vehicle speed

detection units

Fleet managementdatabases

GPS data logs

Census data

8

01.05.2012 Seite 15Seite 15

BOTTOM-UP APPROACHES

TO MEASURING CO2

EMISSIONSAn overview of their characteristics and associated methods.

01.05.2012 Seite 16Seite 16

Possibility to do an interactive section

9

01.05.2012 Seite 17Seite 17

ATotal Activity(passenger or freight travel)

SStructure

Modal Structure (travel by mode)

IModal Energy

Intensity

FCarbon Content

of Fuels

G (Carbon

emissions from

transport)

Modal travel share (MSi)

Load factor (passengers or tons per

veh-km) (Li)

Modal Energy Intensity (Ii)

On-road impacts (e.g. drive cycles,

traffic congestion)

Technological energy

efficiency (Ei)

Vehicle Characteristics

(Vci)

Vehicle Fuel Intensity

ASIF – drivers of emissions from transport

ASIF formula

Influencing

factors

01.05.2012 Seite 18Seite 18

ASIF data requirements

ASIF

componentData requirement Possible data source

Total Activity (A)

Fuel use

Annual vehicle kilometers travelled by

detailed vehicle class

Tonnes of freight moved

Passenger numbers

Annual kms or fuel use by locomotive type.

Surveys

Vehicle registration/licensing data

Fuel use and kms/litre of fuel datasets

Train operators

ModalStructure (S)

Composition of vehicle fleets Emission inventories.

Modal EnergyIntensity (I)

Kms travelled per tonne of fuel used by

detailed vehicle class or locomotive type.

If there are electric locomotives will need

emission information from the ‘electricity

generating sector.’

As above

Calculation of an average may be sufficient.

Carbon content of Fuels (F)

The carbon content of the fuels used (i.e.

petrol, diesel and CNG for road transport;

diesel for rail).

International inventories

For electric locomotive inventory values will be assigned to the ‘electricity generation’ sector, and so values from this sector will also need to be assessed.

10

01.05.2012 Seite 19Seite 19

TEEMP MODEL

Transport Emissions

Evaluation Models for

Projects (TEEMP)

Evaluates CO2 and other

air pollutants from

transport projects

Based on ASIF

Spreadsheet based model

Input data based on

what’s available

‘Default’ data is used

where actual data is

lacking.

Activity Number of trips

Average trip lengths

Average speeds

Structure Mode shares (%)

Average occupancies

Vehicle fuel split

Vehicle emission standards split

Intensity Fuel efficiencies of vehicles

Fuel Emission factors

01.05.2012 Seite 20Seite 20

Example of an ASEAN emissions model

Page 20

Source: CAI-Asia, 2010

11

01.05.2012 Seite 21Seite 21

Additional models

Source: WRI, 2010

01.05.2012 Seite 22Seite 22

The baseline refers to the scenario representing the

greenhouse gas emissions that would occur in the absence

of a proposed project activity.

A base year is the year that is set as the year that you

measure the impact of interventions against.

Setting the Baseline

The reduction due to

the project or specific

policies and

measures

The baseline (emissions

from Business as Usual)

A base year (e.g. 2005)

e.g. 2050

Business as Usual (BaU)

12

01.05.2012 Seite 23Seite 23

Estimating emissions

1. Establish the vehicle

fleet

2. Identify vehicle usage

(i.e. annual vehicle

kms)

3. Determine the carbon

content of fuels used

4. Estimate emissions

based on the above.

© Kodukula, 2008

Setting the baseline

01.05.2012 Seite 24Seite 24


1. Establish the vehicle fleet

Determine:

Number of vehicles/

locomotives by

classification

Carrying capacity of

different types of

locomotives

Age profile of vehicles

Engine size.

Passenger Cars (petrol)

Passenger Cars (diesel)

Light Duty Vehicles (petrol)

Light Duty Vehicles (diesel)

Heavy Goods Vehicles, Rigid (diesel)

Heavy Goods Vehicles, Articulated (diesel)

Buses and CoachesMopeds (<50cc 2 stroke)

Motorcycles (>50cc 2 stroke)

Motorcycles (>50cc 4 stroke)

Road transport vehicle classifications

Diesel

Electric

Rapid urban transport systems

Rail locomotive classifications

13

01.05.2012 Seite 25Seite 25


2. Identify vehicle usage

Determine annual

vehicle kilometres per

vehicle type

Ascertain annual

vehicle kilometres

travelled at different

speeds

© Pardo, 2008

01.05.2012 Seite 26Seite 26


3. Determine the carbon content of fuels used

4. Estimate emissions using the ASIF

equation and based on the above.

© Broaddus, 2010

14

01.05.2012 Seite 27Seite 27

Estimating projected emissions

1. Establish detailed historic emission

‘estimates’

2. List the ASIF elements

3. Combine each element of the ASIF

equation with a dataset that includes data

for historic years and estimated data for

future years.

4. Obtain projected emission estimates.

01.05.2012 Seite 28Seite 28


3. Combine each element

of the ASIF equation

with a dataset that

includes data for:

a) historic years; and

b) estimated data for

future years.

• Total ActivityA

• Modal StructureS

• Modal energy IntensityI

• Carbon content of FuelsF

15

01.05.2012 Seite 29Seite 29


4. Obtain projected

emission estimates

Compare estimates of

emissions under a

business as usual

scenario with estimates

of emissions after

drivers will have been

effected by a policy or

similar.

© Breithaupt, 2009

01.05.2012 Seite 30Seite 30

TOP-DOWN APPROACHES TO

MEASURING CO2 EMISSIONS

An overview of their characteristics and associated methods.

16

01.05.2012 Seite 31Seite 31


Obtain estimates from national Ministries

for:

Annual fuel consumption for the

transport sector

Fuel consumption broken down by

sub-sector (i.e. Rail/Road)

Fuel consumption broken down by

type and carbon content (gasoline/

diesel)

01.05.2012 Seite 32Seite 32


Sub-sector: Private cars and motorcycles

Fuel type: Petrol

1. National petrol consumption is not often

used for purposes other than for passenger

vehicles

2. Estimate total number of petrol operated

passenger cars and motorcycles using

historic national fleet datasets.

3. Combine vehicle numbers with estimated

average annual mileage using historic

survey information.

17

01.05.2012 Seite 33Seite 33


4. Combine the previous two datasets (vehicle

numbers and mileage) with the average

vehicle fuel economy of each mode• Weight the total according to the composition of

the vehicle fleet calculated in step ‘2.’

• This will enable annual fuel consumption for

both types of vehicle to be calculated.

• Accuracy can be estimated by comparing the

figure obtained with total petrol consumption.

5. Combine fuel consumption with the carbon

content of petrol to estimate CO2 emissions.

01.05.2012 Seite 34Seite 34


Sub-sector: Private cars, buses, light duty

and heavy duty freight vehicles

Fuel type: Diesel

1. Access national level data of diesel

consumption for the road transport sector

2. Estimate total number of diesel operated

vehicles using historic national fleet

datasets• Private passenger vehicle, freight and bus

vehicle data may need to be accessed from

alternative sources.

18

01.05.2012 Seite 35Seite 35


4. Combine vehicle numbers with estimated

average annual mileage using historic

survey information

5. Combine the previous two datasets (vehicle

numbers and mileage) with the average

vehicle fuel economy of each mode• Weight the total according to the composition of

the vehicle fleet calculated in step ‘2.’

• This will enable annual fuel consumption for

both types of vehicle to be calculated.

• Accuracy can be estimated by comparing the

figure obtained with total diesel consumption.

5. Combine fuel consumption with the carbon

content of diesel to estimate CO2 emissions.

01.05.2012 Seite 36Seite 36


CO2 emissions from other fuel types (such

as CNG) can be calculated in a similar way

to those from petrol or diesel vehicles.

Sub-sector: Rail

Fuel type: Diesel

1. Access fuel consumption data for

locomotives• This may be collected in national level data

and/or from rail operators.

2. Follow the steps outlined in previous slides.

19

01.05.2012 Seite 37Seite 37


Sub-sector: Rail

Fuel type: Electricity

1. Access national level data of electricity

consumption for the rail sector

2. Estimate total number of electric

locomotives using historic national fleet

datasets

3. Estimations often need to be put in place as

the amount of electricity used for traction

and that used for stations etc may not be

available separately

01.05.2012 Seite 38Seite 38

Possibility to do an interactive section

20

01.05.2012 Seite 39Seite 39

Stop point

01.05.2012 Seite 40Seite 40

PRACTICAL

CONSIDERATIONS

An overview of factors that could support measurement of the CO2

impact of transport interventions.

21

01.05.2012 Seite 41Seite 41

Key requirements

1. An inventory Detail tasks, responsibilities,

activities and deadlines

relating to emission estimates

2. Institutional arrangements Identify all stakeholders

Establish formal agreement

between the stakeholders as

to points outlined in previous

slide (i.e. responsibilities and

time-scales)

01.05.2012 Seite 42Seite 42

Key requirements

3. Quality framework

Data and associated calculations should be:

Transparent

Consistent

Comparable

Complete

Accurate.

22

01.05.2012 Seite 43Seite 43

Key challenges

1. Setting geographical boundaries Boundary for monitoring can be difficult to determine

Impacts need to be evaluated on a larger scale than the

immediate area of implementation.

2. Assessing leakage Unintended (negative) impacts of policies

Difficult to obtain reliable data.

3. Timescales of impacts Emission reductions should be allocated to specific years

Timing of impacts can be difficult to predict.

01.05.2012 Seite 44Seite 44

23

01.05.2012 Seite 45Seite 45

MODULE SUMMARY

01.05.2012 Seite 46Seite 46

Summary

There are many benefits to measuring the CO2 impact of low carbon transport interventions

There are a wide range of challenges that can be experienced when seeking to measure and estimate emissions but there are also an increasing number of methodologies that can be replicated or adapted

The stringency of measurement requirements are variable

The most basic of data requirements are readily achievable in most circumstances

Data can be collected from a range of sources

There are numerous expert sources that can be consulted for advice.

24

01.05.2012 Seite 47Seite 47

Module 5 overview

Understand the benefits of

measuring CO2

emissions from land transport

Be aware of the MRV process for

measurement under the UNFCCC

Recognise the challenges of

measuring emissions from

the sector

Realise that there are numerous

methodologies for measurement

that can be tailored to different

circumstances.

Acknowledge that there is

a need to measure the

CO2 impact of transport

interventions

Be informed about

different ways of

measuring CO2

emissions from the

land transport sector.

01.05.2012 Seite 48Seite 48

Course overview

Implementation of sustainable low carbon transport

Establish or refine processes for measuring and monitoring the impact of strategies

Assess eligibility for climate finance

Understand enabling factors for sustainable low carbon transport

Consider available financial, capacity building and technology support

Develop sustainable low carbon strategies

Recognise the potential to decouple mobility and GHG emissions

Module 1

Module 2

Module 3

Module 4

Module 5

25

01.05.2012 Seite 49Seite 49

GIZ SUTP project

[email protected]

[email protected]

ANNEX 6 Exercise questionnaire on computing CO2 Emissions

Car Population : 200 gasoline carsAverage Fuel Efficiency: 10 km/literAverage Distance Travelled/year: 20,000 km

Car Population : 100 diesel carsAverage Fuel Efficiency: 11 km/literAverage Distance Travelled/year: 15,000 km

Bus Population : 20 diesel busesAverage Fuel Efficiency: 3 km/literAverage Distance Travelled/year: 40,000 km

Motorcycle Population : 200 gasoline motorcyclesAverage Fuel Efficiency: 40 km/literAverage Distance Travelled/year: 8,000 km

Gasoline: 2.3 kgCO2/literDiesel: 2.7 kgCO2/literkm

What is the total estimated CO2 emissions of the set of vehicles in a year (TONS)?

ANNEX 7 Group Exercise Guide

1


GROUP EXERCISE

3 groups each with one expert to

help but not to

-Decide who will present

- It is a group work so everyone

should give input

-The discussions are IMPORTANT

but please take note of time so you

have something to present !


GROUP EXERCISE

1 Describe your project briefly

2 What are the carbon advantages of

your project and how do you intend

to prove this

3 What are the major barriers you

face

4 What partners do you need to gain

approval and help implement

5 How do you intend to finance it?

2


- EACH GROUP WILL HAVE 10

MINUTES TO PRESENT

- AT THE END WE ARE GOING

TO VOTE FOR THE BEST ONE!

– THE WINNERS GET MONEY!!


THANK YOU!

Please remember to give in your evaluation forms

ANNEX 8 Output of one of the groups

5/2/2012

1

PROJECT BRIEFEmpowering the ASBUs of Cainta

Capacity-building for Cainta ASBU Team to strengthen implementation

of RA 8749: Clean Air Act

Started in February 2012 with 14 team members and trained by

DENR-EMB and ECAP

PROJECT BRIEFStrategies

Incentives:Percentage from penalty fees

collected; Proper equipment and uniform

5/2/2012

2

CARBON ADVANTAGES

Lessen CO2 emissions through efficient testing

MAJOR BARRIERS

Corruption of ASBU Teams in other cities

Lack of mobility to implement operations

Inadequate and obsolete equipment

5/2/2012

3

PARTNERS NEEDED

DENR-EMBDOTCLTO

LGUsNGOs

FINANCING

Access LGU budgets through local ordinance

Access MMDA funding

ANNEX 9 Sample Training Certificate

This is to certify that participated in the Training course on Sustainable Transport and Climate Change held in Manila, Philippines on March 19-20, 2012.

Antonio G. M. La Viña Dean Ateneo School of Government

Heather Allen Programme Director Transport Research Laboratory

Sophie Punte Executive Director Clean Air Initiative for Asian Cities Center

ANNEX 10 Training Evaluation Report

Bridging the Gap:

Pathways for Transport

Report on GIZ Low Carbon Transport

and Climate Change Training

Manila, Philippines.

March 19-20, 20112

Prepared by TRL

March 2012

Prepared by Heather Allen, reviewed by Carlosfelipe Pardo

Final version April 5th 2012

1 Summary This report describes the training course on Low Carbon Transport and Climate Change

Location: Manila, Philippines.

Date: March 19-20, 20112

Number of trainees: 40 (some walk ins on the day)

Topic of the training course: Low Carbon Transport and Climate Change

Duration: 2 days (Monday – Tuesday)

Venue: Ateneo School of Government, Manila

2 Organizations involved The training was given as a Joint GIZ and partners training. Organizations involved in the training

were the following:

- TRL had developed the content and training overview for the 5 modules for GIZ and Bridging the

Gap and was trialling them. Heather Allen was a lead trainer.

- Clean Air Initiative for Asian Cities –provided logistic support and one trainer.

- Catalyzing New Mobility in Cities Project, Ateneo School of Government (with the support of the

Rockefeller Foundation) provided logistical resources and one trainer.

- Metropolitan Manila Development Authority

- Partnership for Clean Air

3 Programme The instructors incorporated interactive sessions in their modules and the trainees broke up into

groups for a longer group working session at the end. They were asked using what they had learnt

to suggest a possible local project. Some guide questions were prepared to help them and the

2

experts were also on hand if needed. They then had to present this briefly to the plenary identifying

the low carbon aspect, how they intended to measure this and how difficult they estimated the

project would be to implement (citing barriers and challenges). The last activity was a short

informal vote on which project was the best and a clear winner was identified. This activity had the

following salient points to note:

- It got the participants working together

- They had to work and think quickly - Some projects were presented were not entirely new (but that did not really matter the

participants usually had a good discussion about the project) but the low carbon aspect was

highlighted

- It was fun and energised the group so people left with a good feeling and a higher level of

energy to take/support future actions. This was quite important as the training is quite dense

with a lot of information and complex concepts are put forward.

Programme

The program for the course is presented in the following page.

3

4

4. Trainers and expertise

Module 1 Marie Danielle V. Guillen

Module 2 & 3 Heather Allen

Module 4 Alvin Meija

Module 5 Ko Sakamoto

Marie Danielle V. Guillen is the manager for the Rockefeller Foundation supported

project entitled “Catalyzing New Mobility in Cities: the Case of Metro Manila” under

the Ateneo School of Government’s Innovation at the Base of the Pyramid (iBoP) Asia

Program and a part-time Faculty at the Ateneo de Manila University. Prior to this, she

worked as an associate consultant of the Transport and Traffic Planners Inc. and Almec

on a number of transport- related projects. She has worked in several institutions such

as Asian Development Bank Institute, Southeast Asia Ministry of Education

Organization-Southeast Asia’s Regional Centre for Agriculture, and Philippine Business

for Social Progress. She is a member of the Transportation Science Society of the

Philippines, Eastern Asia Society for Transportation Studies and World Conference on

Transport Research Society. She has completed the GIZ “Train the Trainer Course on

Sustainable Transportation” in Beijing, PRC and the Sustainable Development Summer

Course by the Alliance for Global Sustainability in Braunwald, Switzerland. She holds a

PhD. and M.S. in Policy and Planning Sciences both from the University of Tsukuba,

Japan, an M.A. in Urban and Regional Planning and B.A. in Sociology degrees from the

University of the Philippines.

Heather Allen Programme Director Sustainable Transport TRL

Heather has worked internationally within the local urban passenger

transport sector for the past 15 years and brings a unique combination of

strategic and operational experience. She has recently joined TRL (August

2011) and will focus on climate change and transport (mitigation and

adaptation), low carbon mobility strategies and deepening TRL’s knowledge

and skills in rail and public transport. She is also an experienced trainer on

sustainability and transport.

Excellent understanding of European and International agencies

such as the European Institutions, United Nations, WHO and the

World Bank; Extensive work with national, regional and local governments

on urban transport and sustainable development;

International experience with public and private road and rail based

public transport operations;

5

Founder member of the multistakeholder Bridging the Gap Initiative linking

land transport to international climate change policy in the United Nations

Framework Convention on Climate Change, UNFCCC.

Alvin Mejia

Alvin Environment Specialist, conducts research on transportation and

energy, training on clean fleet management and GHG accounting, and co-

designed the TEEMP models for the CAI-Asia. Prior to joining CAI-Asia, he

was involved in Clean Development Mechanism-related projects at Carbon

Finance Solutions. He also authored a book on the GHG emissions from the

Philippine electricity grids which was developed under IGES and the Manila

Observatory. He holds a Bachelors Degree in Economics from the Ateneo de

Manila University and is currently taking up his Masteral Degree on

Environmental Management at Miriam College.

Ko Sakamoto is a Transport Economist at the Asian Development Bank

(ADB), serving the developing member countries of ADB through technical

assistance, knowledge dissemination, regional cooperation and project

execution in the transport sector. Prior to joining ADB, he worked at the UK

Transport Research Laboratory (TRL), focusing on international climate

change and sustainable transport policy. He regularly advised governments

in both developed and developing countries, as well as major international

institutions such as the German Development Cooperation and various UN

bodies on issues relating to low-carbon development strategies, financing,

economic appraisal and policy making. He holds a MA in Transport

Economics (with distinction) from the University of Leeds, and a BA in Liberal

Arts with concentration in Politics and Economics from the International

Christian University.

6

4 Material developed and provided to participants This was the first time that the training had been given modifications to all modules have been

made and final versions sent to GIZ. A CD was prepared with all material presented during the course. A copy of such a CD can be

provided upon request. Below is a sample of the table of contents of that CD, which also included

supporting documents both published by GIZ and other sources that have been compiled by GIZ. All particpants received a folder with:

1) Printouts of all the modules presented were given

2) The programme

3) Background information on the trainers and organizations.

6 Evaluation 29 evaluation forms were collected

Overall the training was highly rated rated with most negative comments coin respect to the slightly

cramped room and the sound system. The majority of participants would like to hear about GIZ trainings again and for a few this was their

first introduction to GIZ.

Negative aspects might be that there was quite a lot of technical information which did not suit

everyone – but this is difficult to avoid. Improvements could be made in further trainings if the

audience is less diverse. People seemed to enjoy the exercise at the end

It is suggested that the training is given over two days with a 2 hour slot for an interactive exercise

related to the local context is included.

7

Very good good satisfactory

How

comprehensive

was the agenda

Contents appropriate to the

topic

How likely is it that you will apply the

concepts of the

training in your work?

How good were

the videos /media /photos

How useful were

the excercises

Did you feel that you already knew

the material?

How good do you rate the training

overall

How would you

rate the trainers

Did the trainer motivate you to

implement what

you learnt

Figure 1

All the participants rated the training highly with no low grades given. The strengths were seen as

- Trainers very knowledgeable

- Good interactive sessions

- Good examples

Weaknesses

- More time and exercises

- Exercises difficult

- A few thought it too technical (2)

- Would like more local examples - Some felt that the room was cramped and the sound system not good (there were a few

technical problems and microphone interference/one mike stopped working but they wer

quickly resolved.

Annex. List of Participants.



Katipunan, Quezon City

19-20 March 2012 . 9:00 - 5:00

Name

Designation and Organization

Contact Numbers

1

Adolf Escalona

Director, Road Board, DPWH Phone:3043300

Fax: 3043020

2

Alvidon Asis

Program Officer, Environment, LCP Phone: 4706813

Fax: 4707210

3

Alvin Mejia

Environment Specialist, CAI-Asia Phone: 3952843-45

Fax: 3952846

4 Annabelle

Guanzon HHRO V, Housing and Land Use

Regulatory Board Phone: 8114159

Fax: 8114158

5

Chiock Gonzales Executive Assistant, Anti Smoke Belching

Unit, Mandaluyong Phone: 5322332

Fax: 5354634

6

Christine Roxas

Technical Staff, CTTMDO, Marikina Phone: 6829281

Fax: 6466451

7

Danielle Guillen Manager, Catalyzing New Mobility in

Cities Project, ASoG

Phone: 4266001

8 Edward

Templonuevo LGOO VI, BLGD, Dept of Interior and

Local Govt Phone: 6313893

Fax: 9250332

Elmer

Benedictos

Supervising Health Program Officer,

Dept of Health

10

Emma Ulep HHRO VI, Housing and Land Use

Regulatory Board Phone: 8114159

Fax: 8114158

11

Evelyn Dangat

CENRO, Valenzuela Phone: 2934061

Fax: 2929349

12

Florencia Creus Director, Planning Division, Dept of

Transportation and Communications Phone: 7277960

Fax: 7267104

13

Gladys Bondoc

CENRO, Valenzuela Phone: 2934061

Fax: 2929349

14

Glynda Bathan Policy and Partnership Manager, CAI-

Asia Phone: 3952843-45

Fax: 3952846

15

Heather Allen

Program Director, TRL

16 Iresha

Rathnasena

AQM Research Assistant, CAI-Asia Phone: 3952843-45

Fax: 3952846

17

Isabelo Mojica

Administrative Staff, SWESO, Parañaque Phone: 8298701

Fax: 8203222

18

Joselito Osete

Chief, CENRO, Navotas Phone: 2833792

Fax: 2818861

19 Karl Christian

Abalos Training Assistant, LGA, Dept of Interior

and Local Govt Phone: 6313893

Fax: 9250332

20

Ko Sakamoto

Transport Economist, ADB Phone: 6831664

Fax: 6362198

21

Lorenzo Cordova

Ateneo School of Government

Phone: 4266001

22 Luisa

Jolongbayan OIC, Assistant Director, National

Economic Dev Authority Phone: 6313714

Fax: 6313747

23 Marherson

Tolentino Ambient Air Pollution Section, EPWMD

Quezon City Phone: 4447272

Fax: 9243592

24

Marialuna Kileste LGOO IV, OPDS, Dept of Interior and


Fax: 9250332

25

Marites Calo

LGU Chief Solid Waste, Mandaluyong Phone: 5322332

Fax: 5354634

26 Mary Beaulah

Rios Section Chief Industrial Pollution,

EPWMD Quezon City Phone: 4447272

Fax: 9243592

27

Melvin Navaro Director, Planning Division, Dept of

Public Works and Highways Phone:3043300

Fax: 3043020

28

Moises Lozano

CEPMO, LGU-Baguio

Phone: 074 4423939

9 Phone: 7431829

Fax: 7431829

10

Oliver Villamena

Technical Staff,

CEMO, Marikina

30

Ramil Egaminto Department of Social Welfare and

Development Phone: 9318191

Fax: 9318191

31

Rannie De Leon

Chief, TRO, Mandaluyong Phone: 5322332

Fax: 5354634

32

Rea Ann Rojo LGOO III, BLGS, Dept of Interior and


Fax: 9250332

33

Rene Pineda

President, Partnership for Clean Air Phone: 3957149

Fax: 9352846

34

Rene Timbang Supervising Health Program Officer,

Dept of Health Phone: 7431829

Fax: 7431829

35

Richard Antonio

Air Quality Management Intern, CAI-Asia Phone: 3952843-45

Fax: 3952846

36 Ritchie Anne

Roño

Communications Officer, CAI-Asia Phone: 3952843-45

Fax: 3952846

37

Rodney Asinas

Project Development Officer,

Makati City Mayor's Office Phone: 8701000

Fax: 8998933

38 Ronald

Cartagena Project Coordinator, ASEAN-GIZ Clean

Air for Smaller Cities Project, CAI-Asia Phone: 3957149

Fax: 3952846

39 Saint James

Lopez

Acting City PMO Chief, Navotas Phone: 2833792

Fax: 2818861

40

Segundo Romero

Director, IBoP Asia Program, ASoG

Phone: 4266001

41

Sofronio Pascua

CEPMO, LGU-Baguio

Phone: 074 4423939

42

Victoria Segovia

Executive Director, PCA Phone: 3957149

Fax: 9352846

29 Phone: 6829281

Fax: 6466451

(Separate document).

Email contact details are in the accompanying Excel file

11

Training on Sustainable Transport and Climate Change Documentation Report

Technology

transport inpost

climate process

climate change sectors

climate finance

climate change19

concept of climate change

regular training

twoday training