training on sustainable transport and climate change documentation report
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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
Training on Sustainable Transport and Climate Change
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
Conference Room, Ateneo School of Government
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
2: Module 2 presentation
3: Module 3 presentation
4: Module 4 presentation
5: Module 5 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
Training on Sustainable Transport and Climate Change
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.
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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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.
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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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
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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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
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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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
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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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.
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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- 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.
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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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
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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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
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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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.
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
13
PROJECT
DESCRIPTION
CARBON
ADVANTAGES
METHOD
CARBON
CALCULATION
BARRIERS PARTNERS FINANCE
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
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
14
PROJECT
DESCRIPTION
CARBON
ADVANTAGES
METHOD
CARBON
CALCULATION
BARRIERS PARTNERS FINANCE
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
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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.
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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
Training on Sustainable Transport and Climate Change
19-20, March 2012 | School of Government, Ateneo de Manila University
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
01.05.2012 Seite 3Seite 3
Module overview
Climate change
Controlling GHG emissions without compromising economic growth or mobility
Social and economic impacts of low carbon transport
Module summary
01.05.2012 Seite 4Seite 4
CLIMATE CHANGE
An introduction to the concept, and of the land transport sector‟s
contribution to it
3
01.05.2012 Seite 5Seite 5
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)
01.05.2012 Seite 6Seite 6
Why do we need to address
climate change?
Source: IPCC (2007)
4
01.05.2012 Seite 7Seite 7
“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)
01.05.2012 Seite 8Seite 8
The 2oC target can be met
Source: IEA (2009)
5
01.05.2012 Seite 9Seite 9
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
Shift to/maintain demand for low carbon modes
16
01.05.2012 Seite 31Seite 31
Shift to/maintain demand for low carbon modes
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
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
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
Module 2Manila, Philippines
March 19, 2012
Heather Allen
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
01.05.2012 Seite 3Seite 3
Module overview
The UNFCCC
Land transport and the Kyoto Protocol
Land transport post 2012
Module summary
01.05.2012 Seite 4Seite 4
THE UNFCCC
An introduction to the United Nations Framework Convention on
Climate Change
3
01.05.2012 Seite 5Seite 5
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?
01.05.2012 Seite 6Seite 6
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
01.05.2012 Seite 7Seite 7
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?
01.05.2012 Seite 8Seite 8
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
01.05.2012 Seite 9Seite 9
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
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
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
ANNEX 3 Transitioning to Low Carbon Transport
1
01.05.2012 Seite 1
Transitioning to low
carbon transport
Module 3Manila, Philippines
March 19, 2012
Heather Allen
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
01.05.2012 Seite 3Seite 3
Module overview
Enabling factors for low carbon transport
Institutional factors
Financial factors
Political factors
Technical factors
Technological factors
Module summary
01.05.2012 Seite 4Seite 4
ENABLING FACTORS FOR
LOW CARBON TRANSPORT
An introduction to the factors that can provide the framework for
low carbon transport
3
01.05.2012 Seite 5Seite 5
What are the enabling factors?
01.05.2012 Seite 6Seite 6
What are the enabling factors?
?
?
?
?
Low Carbon
Transport
• …
• …
• …
• …
4
01.05.2012 Seite 7Seite 7
What are the enabling factors?
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
01.05.2012 Seite 8Seite 8
INSTITUTIONAL FACTORS
An overview of institutional characteristics that can support the
realisation of low carbon transport.
5
01.05.2012 Seite 9Seite 9
What are the enabling factors?
Institutional
Financial
Political
Low Carbon
Transport Public Transport
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
What are the enabling factors?
Institutional
Financial
Political
Low Carbon
Transport Public Transport
Technical
Technological
• Public vs private sector
• 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
What are the enabling factors?
Institutional
Financial
Political
Low Carbon
Transport Public Transport
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
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
What are the enabling factors?
Institutional
Financial
Political
Low Carbon
Transport Public Transport
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
What are the enabling factors?
Institutional
Financial
Political
Low Carbon
Transport Public Transport
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
low carbon transport
Recognise factors
that enable and
impede low carbon
sustainable
transport systems.
01.05.2012 Seite 52Seite 52
GIZ SUTP project
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
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Climate finance for
low carbon transport
Module 4Manila
20 March 2012
Ko Sakamoto (ADB)
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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
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Module overview
Climate finance
Climate finance and land transport
Accessing climate finance
Module summary
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CLIMATE FINANCE
An introduction to climate finance
3
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From yesterday
Institutional
Financial
Political
Low Carbon
Transport Public Transport
Technical
Technological
• Public vs private sector
• Role of international, national, regional or local governments
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Question
What kinds of financing sources are there for
sustainable transport?
4
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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
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Questions
Has anyone heard of this term
before?
What does it mean?
5
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„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
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Quiz:
Which of these are climate finance?
Sales tax
Fuel tax
Loans from the local bank
Loans from ADB
Clean Development Mechanism (CDM)
6
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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.
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Quiz:
Fund or market mechanism?
Fisherman receives grant from
government to repair his boat
Farmer sells rice in market
7
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Quiz:
Climate fund or carbon market?
Clean Development Mechanism (CDM)
Global Environment Facility (GEF)
Nationally Appropriate Mitigation Actions
(NAMAs)
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Quiz:
Which is biggest in financial amount?
Domestic funding (taxes you pay)
Official development assistance
Climate finance
8
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Relative proportion of climate finance
Source: ITDP, 2010.
Relatively new
instruments to address
climate change
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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
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Climate finance leverages other flows
Source: Sakamoto in ADB, 2010.
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Shifting allocation of MDB financing
Source: ADB, 2010.
10
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Quiz:
Who provides climate finance?
Multilateral development banks
Bilateral development agencies
UNFCCC
Private banks
Domestic funds
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Source: Atteridge et al, 2009.
Sources of climate finance
11
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CLIMATE FINANCE AND LAND
TRANSPORTAn overview of the amount of finance available and the type of
projects that it can support.
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Climate finance for land transport
Source: Binsted et al, 2010.
12
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Volume of climate finance
Source: Binsted et al, 2010.
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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
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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
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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
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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
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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
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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
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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
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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?)
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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
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Stop point
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ACCESSING CLIMATE
FINANCE
An overview of the process and related points to consider
18
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Basic Checklist
1. Project helps mitigate climate change?
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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
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Basic Checklist
1. Project helps mitigate climate change?
2. Can impact on carbon be measured?
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Measuring CO2 emission
reductions (MRV)
Unique nature of transport
sector
Insufficient data
Standardised baselines
Complex methods required
20
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Basic Checklist
1. Project helps mitigate climate change?
2. Can impact on carbon be measured?
3. Can the extra money be shown to provide
additional carbon savings?
4. Is there sufficient co-financing to cover total project
costs?
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Proving additionality
Extensive co-benefits of climate change
mitigation in the land transport sector
Calculating „incremental‟ costs
Low carbon
transport
21
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Basic Checklist
1. Project helps mitigates or adapt to climate change?
2. Can impact on carbon be measured?
3. Can the extra money be shown to provide additional
carbon savings?
4. Is there sufficient co-financing to cover total
project costs?
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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
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Issues to consider
Adequacy
Sustainability
Predictability
Source: UNFCCC, 2007.
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Process to access climate finance
23
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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
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24
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MODULE SUMMARY
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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
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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.
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GIZ SUTP project
ANNEX 5 Module 5 – Measuring the Impact of
Low Carbon Transport Interventions on CO2 Emissions
1
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Measuring the
impact of low carbon
transport
interventions on CO2
emissions
Module 5Manila, Philippines
March 20, 2012
Alvin Mejia
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
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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
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WHY MEASURE THE CO2
IMPACT OF TRANSPORT
INTERVENTIONS?
3
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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.
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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
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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
Nationally Appropriate Mitigation Actions
(NAMAs)
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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
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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.
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Basic data requirements
Historic data
Projected data
CO
2e
mis
sio
ns
Ex-ante
Withintervention
Withoutintervention
Time
Ex-post
6
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Measurement approaches
Top –Down• National level data
Bottom-up• Data gathered from more detailed sources e.g. City /metropolitan area/region
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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
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Combined approach
National emission inventory
data
Local datasets (i.e. on
vehicle type and age)
CO2
emission projection
Top-down
Bottom-up
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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
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BOTTOM-UP APPROACHES
TO MEASURING CO2
EMISSIONSAn overview of their characteristics and associated methods.
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Possibility to do an interactive section
9
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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
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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
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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
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Example of an ASEAN emissions model
Page 20
Source: CAI-Asia, 2010
11
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Additional models
Source: WRI, 2010
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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
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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
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Estimating emissions
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
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Estimating emissions
2. Identify vehicle usage
Determine annual
vehicle kilometres per
vehicle type
Ascertain annual
vehicle kilometres
travelled at different
speeds
© Pardo, 2008
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Estimating emissions
3. Determine the carbon content of fuels used
4. Estimate emissions using the ASIF
equation and based on the above.
© Broaddus, 2010
14
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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.
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Estimating projected emissions
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
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Estimating projected emissions
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
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TOP-DOWN APPROACHES TO
MEASURING CO2 EMISSIONS
An overview of their characteristics and associated methods.
16
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Estimating emissions
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)
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Estimating emissions
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
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Estimating emissions
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.
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Estimating emissions
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
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Estimating emissions
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.
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Estimating emissions
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
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Estimating emissions
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
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Possibility to do an interactive section
20
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Stop point
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PRACTICAL
CONSIDERATIONS
An overview of factors that could support measurement of the CO2
impact of transport interventions.
21
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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
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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
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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
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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.
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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
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
01.05.2012 Seite 1Seite 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 !
01.05.2012 Seite 2Seite 2
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
01.05.2012 Seite 3Seite 3
- EACH GROUP WILL HAVE 10
MINUTES TO PRESENT
- AT THE END WE ARE GOING
TO VOTE FOR THE BEST ONE!
– THE WINNERS GET MONEY!!
01.05.2012 Seite 4Seite 4
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.
Training on Sustainable Transport and Climate Change
Conference Room, Ateneo School of Government
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
Local Govt Phone: 6313893
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
Local Govt Phone: 6313893
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