Training on Sustainable Transport and Climate Change Documentation Report

Training on Sustainable Transport and Climate ChangeDocumentation ReportMARCH 19-20, 2012Conference Room, Ateneo School of GovernmentAteneo De Manila UniversityLoyola Heights, Quezon City, Philippines

Training on Sustainable Transport and Climate ChangeDocumentation ReportCatalyzing New Mobility in Cities: The Case of Metro Manilaa Rockefeller Foundation supported projectInnovations at the Base of the Pyramid in Asia ProgramAteneo School of GovernmentMarch 19-20, 2012Conference Room, Ateneo School of GovernmentAteneo De Manila University, Loyola HeightsQuezon City, Philippines

TABLE OF CONTENTSList of AcronymsExecutive Summary ……………………………………………………………..… 1Introduction ……………………………………………………………………….. 2Day 1Module 1 – Sustainable Transport and Climate Change …………………………. 3Module 2 – Sustainable Transport and the Climate Process …………………… 5Module 3 – Transitioning to Low Carbon Transport …………………………….. 6Day 2Module 4 – Climate Finance for Low Carbon Transport …………………...…… 9Module 5 – Measuring the Impact of Low Carbon Transport Interventions on CO2 Emissions ..…………………………………………….....… 10Group Exercise ……………………………………………………………...……. 12Closing Program ………………………………………………………………….. 16Conclusion ………………………………………………………………….…….. 17Training Evaluation……………………………………………………………...…. 17Annexes 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 AcronymsADB – Asian Development BankASIF – Avoid Shift Improved FrameworkBRT – Bus Rapid TransitCAI-Asia – Clean Air Initiative for Asian CitiesCC – Climate ChangeCDM – Clean Development MechanismCO2 – Carbon dioxideCSO – Civil Society OrganizationsDENR – Department of Environment and Natural ResourcesDILG – Department of Interior and Local GovernmentDOE – Department of EnergyDOH – Department of HealthDOTC – Department of Transportation and CommunicationDPWH – Department of Public Works and HighwaysEST – Environmentally Sustainable TransportationGEF – Global Environmental FacilityGHG – Greenhouse GasGIZ – Gesellschaft für Internationale ZusammenarbeitICT – Information and Communications TechnologyIPCC – Inter-governmental Panel on Climate ChangeJICA – Japan International Cooperation AgencyLCP – League of Cities of the PhilippinesLGU – Local Government UnitLPG – Liquefied Petroleum GasLRT – Light Rail TransitMM – Metro ManilaMMDA – Metropolitan Manila Development Authority

MRT – Metro Rail TransitNAMA – Nationally Appropriate Mitigation ActionNEDA – National Economic Development AuthorityNGO – Non-government OrganizationNMT – Non-motorized TransportPCA – Partnership for Clean AirPICIERD – Philippine Council for Industry and Energy Research and DevelopmentPPP – Private-Public PartnershipTEEMP – Transport Emissions Evaluation Model for ProjectsTRL – Transport Research LaboratoryUAE – United Arab EmiratesUK – United KingdomUN – United NationsUNFCCC – United Nations Framework Convention on Climate ChangeUSD – United States DollarUSec – Undersecretary

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityEXECUTIVE SUMMARYAs part of Ateneo School of Government’s efforts to raise awareness and publicparticipation, regular training and workshops about different aspects of climate change areheld. The Training for Sustainable Transport and Climate Change was conducted on March19 - 20, 2012, at the conference room of the School of Government, Ateneo de ManilaUniversity. The training was organized by the Rockefeller Foundation supported project"Catalyzing New Mobility in Cities: The Case of Metro Manila" in partnership withMetropolitan 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 basedon the work of the Bridging the Gap Initiative. “Bridging the Gap: Pathways for Transport inPost 2012 Process" is a partnership that was formed to bridge the gap between thetransport and climate change sectors.The objectives of the training were to: 1) Introduce the concept of climate change, theclimate change process, financing and the land transport sectors contribution to it; 2)Understand find ways how to transition towards low carbon transport; 3) Learn about theclimate financing for low carbon transport; and 4) Know how to measure the impact of lowcarbon transport interventions on carbon emission.The training was attended by 42 participants from different sectors including 26representatives 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; andeight (8) representatives from different Non-Government Organizations (NGOs). Theseparticipants came from different background such as environment, health, road safety, cleanair, and disaster management.There were a total of five modules during the two-day training. Four experts who served asresource speakers were assigned specific modules. Three modules were presented on thefirst day. The first module introduced the concept of climate change, sources of greenhousegases in particular the land transport sector and the needs to address it. The second modulediscussed 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 theconcept of climate financing for low carbon transport while the latter thought how tomeasure the impact of low carbon transport interventions on CO2 emissions. A shortexercise was done on how to measure and calculate carbon emissions. The last activity ofthe training was a group exercise on possible low carbon transport projects. Theparticipants were tasked to provide brief project description, carbon advantages, method ofcarbon calculation, the possible barriers, partners, and how the project can be financed.In general, the Training on Sustainable Transport and Climate Change garnered positiveresponse from the participants. It enabled both the public and private sector representativesto understand the relationship between climate change, land use and sustainable transport,climate change process and financing, and the opportunity to work in identifying alternativesolutions, current local and international processes, methods, and approaches to climatechange. 1

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityINTRODUCTIONThe opening remarks that includes the overview of the training was given by Atty. GlyndaBathan-Baterina. She explained that participants will be undergoing through differentmodules that are necessary to enhance their knowledge and skills about sustainabletransport and its relationship with climate change. She then mentioned the role of theAteneo School of Government’s Catalyzing New Mobility in Cities Project and its partnerorganizations such as GIZ, MMDA, CAI-Asia, PCA and TRL in giving information and trainingto people about sustainable transport and climate change. She encouraged everyone to takepart 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 Left Photo: Atty. Baterina giving overview of the training; transport system through the use of modern technologies, Right Photo: Dr. Romero welcoming the participants of the training. such as the Traffic Navigator,in monitoring and helping improve the flow of traffic in Metro Manila. He also mentionedavailable web platforms like Waze, OpenStreet, and Parasatabi.com, which may aid inimproving Metro Manila’s transportation system, especially public transport. He alsointroduced the concept of New Mobility, or aptly called Inclusive Mobility. Dr. Romero citedthe success of mapping workshop held in Ortigas Business District in Pasig, and urged thecommunity to take into consideration these activities. The last part of his welcome remarksfocused 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. Shestated that the modules were prepared by Gesellschaft für Internationale Zusammenarbeit(GIZ). She then requested the participants to finish the program, and stay after the secondday to obtain a certificate of completion and participation. Ms. Allen also said that anevaluation would be solicited from them after the training program. This was followed byself-introduction of the participants.To start the discussion, she surveyed who among the participants knew what climate changewas, who took the public transportation, and who walked most of their time. She thenemphasized the idea of walking as a mode of transportation that is usually unnoticed by mostpeople. Ms. Allen also introduced Dr. Marie Danielle Guillen as the lecturer/facilitator forthe first module. 2

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityDAY 1MODULE 1 – SUSTAINABLE TRANSPORT AND CLIMATE CHANGEThe first module (Annex 1) began with an example of India’s transportation system whereinits 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 beaddressed. Responses about its cause varied. Some suggested about the naturalanthropogenic origin of climate change. Others told about the naturally and unnaturallyoccurring changes in temperature, such as human activities (being the latter). Dr. Guillenthen related to everyone that climate change and the rising temperature could be anopportunity 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 Dr. Guillen presenting Module 1 on Sustainable Transport and was the highest. Ms. Allen responded Climate Change that GHG is computed in per capita. Thus, being the country with lowpopulation, the GHG is high in per capita basis. The number of population would affect theresults. She also confirmed that the production of oil of UAE contributed to its level ofcarbon emissions. Ms. Allen cited the interesting case of Singapore that has a very small areabut high in per capita emission.A few responses were solicited as to why carbon emissions from the transport sectors ofdeveloped countries were so high. Some noted the source and usage of fuel, high livingstandards, the planning of the cities (most live in suburbs and longer travel time), and thehigh level of motorization.A participant asked about UK. The country has good public transport but they still havetraffic, and congestion. In response, Ms. Allen pointed out why they put up the picture andemphasized that we need to have congestion otherwise we will have people thatcontinuously move. The real question is not traffic but how to provide options for publictransportation. Private vehicle has remained a status symbol and improving publictransportation 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 motorizedprivate mode. Ms. Allen responded that we should be careful on this slide because itconsiders lots of data. Dr. Guillen noted that it was taken years ago and that most probablysituations have changed. 3

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityDr. 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 thequestions of Mr. Pineda. She emphasized that what is interesting in that slide is that you willsee 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 havegreat 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 Some of the participants sharing their insights during the open forum problem, “like putting a plaster in a wound that will not really heal.” Othercomments 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. 4

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityDr. 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 needfor 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 projectsof DOTC and MMDA to really screen and to look at long term benefits of sustainabletransport.Ms. Allen for her part suggested that, media should be utilized in making the general publicunderstand what sustainable transport is all about. And for the qualities of masstransportation/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 PROCESSMs. Heather Allen proceeded with the second module (Annex 2) which focused on thesustainable transport and climate process. She began by asking who among the participantsunderstand the meaning of mitigation and adaptation, and if anyone know about the KyotoProtocol. 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 Ms. Heather Allen discussing the concepts of sustainable transport and climate process Protocol at the national level and legally binding. She notedthat the on-going process, even in Copenhagen, local government units were given a voice inthe negotiation process with the United Nations, particularly the Inter-governmental Panelon Climate Change (IPCC). In the Philippines, Ms. Allen noted that a Climate Change ActionPlan had been passed into law.The actual reductions per year internationally were estimated to be at 5%, although it wasmentioned that data was hard to gather and monitor. Ms. Allen emphasized that there havebeen significant reductions in the energy and cement sectors, but it was noted that thereverse was reflected to the transport sector.In this module, the concept of Nationally Appropriate Mitigation Action (NAMA) was alsointroduced. The participants shared that there is already a group in the country that wouldlike to focus on NAMAs. Ms. Allen recommended exploring the “bridging the gap” websitefor resources and reports that would help create interest and guidance NAMAs. 5

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityMODULE 3 – TRANSITIONING TOWARDS LOW CARBONTRANSPORTModule 3 (Annex 3) was also presented by Ms. Heather Allen. But prior to the presentationof 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, hybridbusses, 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? Ms. Heather Allen and Dr. Danille Guillen facilitating the session on identifying low carbon transport modes. The participants identified bike lanes, improving sidewalks, providing safeand secure environment and more inclusive approach to transport to start as possible meansto make sustainable transport a priority. There is a need to pay attention on policies andhow policies they are properly implemented.When Ms. Allen asked if there are champions for low carbon transport, Sen. Recto wasgiven as an example with his initiative for pushing for e-vehicle. Ms. Allen emphasized thatwe need to have champions that will push for sustainable transport. She also cited thatpolicy and having champions complement the readiness of people citing as exampleCuritiba’s BRT experience that took 25 years and the experience of Bogota of implementingtheir BRT in 1 to 2 years.On Slide 15, the participants identified that academe and scientific institutions are notincluded in the list of stakeholders in the low carbon transport. Ms. Allen added that generalpublic and media are not usually included but they are the ambassadors of low carbon 6

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila Universitytransport. Developing partnerships and knowledge networks is very important in achievinglow carbon transport.During the open forum, Ms. Allen was surprised how easy for the group to identify a diverselist of modes. That Philippines is transport rich but mobility poor. She also cited that kidsusually 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 facesof Taguig – the well-planned and developed The Fort, and the old Taguig. The representativeswanted to apply the concepts presented to their City. After listening to the modules, theysaid 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 ideaand said that it can be an area forchanging the way we think. Insteadof thinking of a problem, it wouldbe worthwhile to turn it into anopportunity. She also cited anexample in Bogota where theybroaden the width of the streetsfor poor population.Other insights, comments, andquestions from the participants arethe 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 Participants sharing their insights during the open forum for Module 3 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. 7

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila University - 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 inMetro Manila. It carries around 600,000 passengers per day. It is lesser to pay fine than payfor more cars. He emphasized that we need to organize transit riders. Question is thatwould you like to do this on a larger level or are there initiatives that we can do in locallevel? There are already things that we can do in local level. That is why the new mobilitymapping we are doing is very important. We can learn at the local level then we becamemore mature towards a regional and national level.On culture and choices – in Philippines the culture plays a lot (e.g. stored value) – peoplenormally do not buy this and rather pay every ride. There is a culture of control on how tospend 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 tounderstand them in order to change behavior.The representative from DILG shared his insight on too many mode options. That we haveto come up with alternatives (e.g. livelihood), or can also remove/ eliminate some modes oftransport if we want to see change.Mr. Pineda asked if there are any data in the fare in relation to per capita income. He alsoemphasized 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 tobridge the transition. And most requires new training. She also shared on the fares, there isa 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 privatizemass transit.On culture, there is also the same mentality in other countries There is a need to agreethat we should be able to understand it, in a local context and another layer of stakeholderunderstanding - asking people the right way. There is the same situation in other parts of theworld. Key is to focus on the affordability, quality of service, and that it should be foreveryone. There are plenty of ways to make it affordable for the poor. It is a question ofproviding quality for the right price. 8

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityDAY 2The day stared with recap of the first day’s session. The participants were also asked whatthey learned. It was highlighted that the concept of climate change and sustainable processhad been most memorable, as well as the knowledge on UNFCCC.MODULE 4 – CLIMATE FINANCE FOR LOW CARBON TRANSPORTMr. Ko Sakamoto, Transport Economist of Asian Development Bank (ADB) presentedModule 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 sharedhis thoughts on how he understoodclimate financing. He said that some ofthe money invested or spent by aneconomy that is required to put a capin carbon emissions to credit or tolower a countries threshold of carbon.Mr. Sakamoto reminded everyone thatthe concept of climate financing isimportant in support to mitigation andadaptation efforts of a country. He Mr. Ko Sakamoto discussing with the participants the concepts ofsummed the idea into two types of climate financingclimate finance to: Climate Fund andCarbon Market.To further clarify, he said that the two concepts only differ in the mode of acceptance ofmoney, whereas, in his example, a producer, a fisherman receiving grant would be a form ofclimate fund, while when a producer, a farmer sells rice to the market would be a form ofmarket mechanism. There were also a couple of financial sources listed such as the ODA(Official Development Assistance), state taxes, and climate finance from internationalorganizations like the IMF. With regards to relative proportion of Climate Finance, domesticfinance 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 Indonesiain order for them to have carbon credits. Climate Finance can come from sources such asmultilateral, bilateral, and carbon market. Even local authorities can set this up (voluntarycarbon market).He also mentioned that out of 6147 proposals for carbon market scheme, only 37 or 0.6percent (%) were transport-related projects. He added that future opportunities might comefrom Nationally Appropriate Mitigation Action (NAMA). A basic checklist for climate financewas also proposed:  Helps mitigate climate change  Approach is aligned with Avoid-Shift-Improve 9

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityMr. 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 proponentpropose separately to ADB and GEF? When will the proposal submission starts?According to Mr. Sakamoto, there should be several discussions and coordination amongentities. For example, LGU create proposal and approach GEF, sometimes it is the otherway around. Note that GEF and ADB have different cycle. Proponent should carefully lookat this especially in timing for the budgetary process. However, the more collaborators inthe 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 inPhilippines. She asked where do we apply? Atty. Bathan-Baterina said that the focal point inPhilippines is DENR thorugh USec. Teh. There is also a need work with DOTC and DENRfor 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 CARBONTRANSPORT INTERVENTIONS ON CO2 EMISSIONSThe fifth module (Annex5) was presented by Mr.Alvin Mejia, EnvironmentSpecialist of CAI-Asia. Themodule is focused onscanning which cities havealready started the surveyson the impact of lowcarbon transportation tothe emission of CO2.Taguig has already starteddoing survey. Mr. Mejiasuggested that it can betraced to the taxes to get Mr. Alvin Mejia discussing with the participants the concepts on Module 5the aggregates. If the LGUshave funds, they can explore possible partnership with some companies to tract the data. 10

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityMr. 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 anddiesel for example. The top-down data is available from DOE. In transport emission, it isusually 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 thatalmost 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 FuelsThe result would be the total carbon emission from transport. In light of this, he presentedthe idea of Transport Emissions Evaluation Model for Projects (TEEMP). He raised the issuethat the real question was not how to compute or know the carbon emissions; instead howto lessen the output of such.The ASIF model could also be used on the personal level to account for every person’scarbon 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 addedMs. Allen emphasized that we all have choices. Sometimes we decide not to choose thatchoice. There is a need to look at complementary of different modes of transport. Therewas lots of flexibility in the ASIF model.Dr. Guillen shared the preliminary result of the Catalyzing New Mobility in Cities Projectwhere in the data showed that the current situation is that the urban poor choose to own amotorcycle since its cost is cheaper than to commute. We need to shift the paradigm. Wehave lots of choices but we are not emphasizing to highlight the right choice and costMaybe we can distinguish the choice of society and as an individual. We still can haveaccessibility and mobility that supports connective growth. Mr. Mejia emphasized that weneed to make public transport modes more efficient.A short exercise on the calculation of carbon emission was conducted after wards. Mr. Mejiaexplained briefly how to calculate it. A few concerns were raised by Ms. Dinna Dayao, amember of the media, as to how one could compute for other modes of transport such asthe MRT and LRT. Mr. Mejia said that such tools exist that other organizations use, likeWWF and WRI. 11

Training on Sustainable Transport and Climate Change 19-20, March 2012 | School of Government, Ateneo de Manila University 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. Participants trying to solve the problem and computing for CO2 Emissions 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 CARBON METHOD BARRIERS PARTNERS FINANCEDESCRIPTION ADVANTAGES CARBON CALCULATIONReporter: Karl No carbon Survey - -LGU -LoansChristian (easy = 2 One street infrastructure -Private -GrantsAbalos smiles) How many cars -lack of -CSO -PPP- can be respect of -national bikelaneAssumption: replaced? other drivers government -GEF1. Area -social -media -ADB :Quezon acceptance City -education 2/52. Utilize what -political will we have3. There are already existing practices that we can adapt4. Possibility for local economic developmen t n- to offset 12

Training on Sustainable Transport and Climate Change 19-20, March 2012 | School of Government, Ateneo de Manila University PROJECT CARBON METHOD BARRIERS PARTNERS FINANCEDESCRIPTION ADVANTAGES CARBON CALCULATION what we investedProject: Bikes– Juan PidalPromote bikeas a primaryalternativemode oftransportwithin the cityGroup 3 Easy = 2 Shift all trips to Displaced -LG smiles EVs incumbents -private Self-Christine -jeepneys companies financingRoxas Philippines -trikes -banks sort of have 60%= -multi-lateral arrangemeHost City: renewable Cooperatives banks ntsMalabon electricity mix , ownerships Carbon 1/3 of the Narrow credits population roads Near to 3/5 shore Lots of flooded areasProject:Electric mini-busRationale –high flooringand not proneto floodingJeepneys andtricyles havelow flooringand easilyaffected byfloodConnectother cities byother modes 13

Training on Sustainable Transport and Climate Change 19-20, March 2012 | School of Government, Ateneo de Manila University PROJECT CARBON METHOD BARRIERS PARTNERS FINANCEDESCRIPTION ADVANTAGES CARBON CALCULATION C advantage Through 3/5VICKY 2 smiles emissionSEGOVIA concentrationRefer topresentation(Annex 8)Monorail Reduced Baseline Political will DOTC PPPsystem number of Estimates of Displacement MMDA Loans vehicles, vehicles plying of other DPWH from ADBInterconnecte reduced CO2 to certain road public LGU and GEFd to mrt-lrt emissions transport DOEstn Reduced After project, Social DOST 5/5 traffic start data acceptability NEDAEdsa- gathering to Cost of NGOscommonwealt C advantage compare transporth don’t know baseline to newC5 dataStations tointegrateparking areas(e.g. bike) Presenters discusses their respective group’s exercise outputs 14

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityAfter 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 asbarriers. But citizens can be organized to make our cities more livable. She also emphasizedthat 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 atthe short term plans. The key is to harness our energy and push forward with our agendathat do not require political will.Mr. Pineda acknowledged that the proposals are very good. However, Mr. Pineda pointedthat what most did not encompass is the efficiency aspect. Without considering this, it canbe counterproductive in the long run. In addition, carbon accounting and logistics are alsonot included. Most proposals only consider movement of people but not goods.Heather Allen mentioned to the participants that the implementation can be top-down orbottom-up. She also emphasized that bike programs can be started tomorrow. Monorail canhave big impact but may be difficult to implement. To look at the long term, it is importantto 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) – 8Afterwards, 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. 15

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityCLOSING PROGRAMThe program ended with Dr. SegundoRomero and Ms. Allen awarding thecertificate of participation to the participantswho had successfully completed the training(see Annex 9 for sample certificate).Dr. Romero also gave the closing remarks.In his closing remarks, Dr. Romeroexpressed that he is happy to finish thecourse especially with local governments. Healways believed that LGUs are one of the 2propellers of bikelane Philippines.Citing Singporeans as an example, we need100 hours of training per year for you to becompetent to your job. It is not only forbosses but also from the janitorial level tothe highest level. If you cannot get it fromyour agencies, do it yourselves. How can wecompete for 2.5 weeks vs. 2 day s?He emphasized that the participants werenot brought kin the training just to listen Top Photo: Awarding of certificateClosing Remarks Bottom photo: Dr. Romero giving to a participantbut 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 trainersthemselves. He encouraged the private individuals and NGOs to inform their LGUsparticularly the mayor of each city about this alternative approach and perspective onsustainable transport and climate change. Lastly, he introduced the website put up by ASoGas an additional webresource.Before formally closingthe training, Ms. Allenemphasized that theimplementation will beup to the participants.She also took thatopportunity to thankthe participants andorganizers. Group photo of the participants and resource speakers of the training 16

Training on Sustainable Transport and Climate Change19-20, March 2012 | School of Government, Ateneo de Manila UniversityCONCLUSIONThe program ended with a general consensus that there was a need to shift from traditionalapproaches to innovative means to address climate change and transport. This could becoupled with Avoid-Shift-Improve Framework. Moreover, it was also noted thatstakeholders must be made aware of the opportunities in light of climate change and thatsome would include new business models for inclusive mobility.TRAINING EVALUATIONAfter the training, evaluation forms were distributed, and a total of 29 participantsresponded. Ms. Heather Allen prepared the evaluation report entitled Bridging the Gap:Pathways for Transport. Report on GIZ Low Carbon Transport and Climate ChangeTraining, Manila, Philippines (see Annex 10 for the full report).The training program was given a high-rating over-all. Majority of the participants wanted totake further training modules from the Ateneo School of Government, CAI-Asia, and GIZ.Prepared By:Lorenzo V. Cordova, Jr. | Iresha Rathnasena | Miguel Serapio 17

ANNEX 1Module 1 – Sustainable Transport and Climate Change

Sustainable transport and climate change Manila, Philippines Module 1 March 19, 2012 Danielle Guillen 01.05.2012 Seite 1This training is based on the work of the Bridging theGap initiative. „Bridging the Gap: Pathways for Transportin a Post 2012 Process‟ is a partnership that was formedto bridge the gap between the transport and climatechange sectors.For more information about the work of Bridging the Gapvisit their website: http://www.transport2012.org/ 01.05.2012 Seite 2 Seite 2 1

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 3 Seite 3CLIMATE CHANGEAn introduction to the concept, and of the land transport sector‟scontribution to it 01.05.2012 Seite 4 Seite 4 2

What is climate change?“Climate change refers to a change in the state ofthe climate that can be identified by changes in themean and/or the variability of its properties, and thatpersists for an extended period, typically decades orlonger. Climate change may be due to naturalinternal processes or external forcings, or topersistent anthropogenic changes in thecomposition of the atmosphere or in land use.”Intergovernmental Panel on Climate Change (IPCC) 01.05.2012 Seite 5 Seite 5Why do we need to addressclimate change? Source: IPCC (2007) 01.05.2012 Seite 6 Seite 6 3

“Cutting emissions sufficiently to meet the 2°Cgoal would require a far-reaching transformationof the global energy system… Reaching that goalwould require a phenomenal policy push bygovernments worldwide.” IEA (2010) 01.05.2012 Seite 7 Seite 7 The 2oC target can be met Source: IEA (2009) 01.05.2012 Seite 8 Seite 8 4

CO2 emissions (metric tonnes per capita) 0.00 10.00 20.00 30.00 Afghanistan 0.02 Central African… 0.06 Ethiopia 0.08 Nepal 0.12 Kenya 0.30 Zimbabwe 0.77 Philippines 0.80 India 1.43 Indonesia 1.71 Brazil 1.94 Panama 2.16 Korea, Dem. Rep. 2.94 Mexico 4.31 China 4.96 France 5.82 Iran, Islamic Rep. 6.94 Malaysia 7.18 United Kingdom 8.84 South Africa 8.98 Germany 9.57 Japan 9.81 Korea, Rep. 10.38 Per capita CO2 emissions Russian Federation 10.81 Singapore 11.80 01.05.2012 GHG emissions by sector in 2005 01.05.2012 United States 19.34 Luxembourg 22.57 United Arab Emirates 25.05 Source: World Bank, 2011 Seite 9 Seite 9 Seite 10 Seite 10 Source: IPCC (2007)5

CO2 emissions by sector in 2008 Source: International Energy Agency (IEA) (2009) 01.05.2012 Seite 11 Seite 11 Transport sector CO2 emissionsIn CO2 terms… Source: Bongardt (2009) based on IEA data Page  12 01.05.2012 Seite 12 Seite 12 6

Estimated changes to energy consumption by sector and region between 2007 and 2050 Source: International Energy Agency (IEA) (2009) Page  13 01.05.2012 Seite 13 Seite 13 Increase in transport vehicles and activity Passenger light-duty vehicle fleet and ownership rates in key regions Source: IEA WEO (2009)Page  14 01.05.2012 Seite 14 Seite 14 7

01.05.2012 Seite 15 Seite 1501.05.2012 Seite 16 Seite 16 8

Source: ITF/OECD (2010) 01.05.2012 Seite 17 Seite 17 01.05.2012 Seite 18 Seite 18 9

Population split of urban and rural cities in 2010 and 2050 Source: UN, 2007 in World Bank, 2010 01.05.2012 Seite 19 Seite 19 Stop point 01.05.2012 Seite 20 Seite 20 10

CONTROLLING GHGEMISSIONS WITHOUTCOMPROMISING ECONOMICGROWTH OR MOBILITYAn introduction to the drivers of GHG emissions from land transportand to strategies to manage them 01.05.2012 Seite 21 Seite 21 Source: UITP, 2006 (courtesy of SYSTRA) 01.05.2012 Seite 22 Seite 22 11

ASIF – drivers of emissions from transport SiG (Carbon A Fi,j Modal Iiemissions Total Activity Carbon from Structure Modal Energy (passenger or Content oftransport) (travel by Intensity freight travel) Fuels mode) Load factor Modal travel (passengers share (MSi) or tons per veh-km) (Li) Modal Energy Intensity (Ii) Technological energy efficiency (Ei) Vehicle Fuel Intensity On-road impacts (e.g. Vehicle drive cycles, Characteristics traffic (Vci) congestion) 01.05.2012 Seite 23 Seite 23 Avoid-Shift-Improve (ASI) transport strategy 01.05.2012 Seite 24 Seite 24 12

Avoid-Shift-Improve in practice 01.05.2012 Seite 25 Seite 25 Avoid/Reduce travel demandHow can unnecessary trips beavoided? Smart logistics High-density mixed land-use planning Information Communication Technology (ICT) Smart pricing Restricting parking supply. 01.05.2012 Seite 26 Seite 26 13

Reducing travel demand in practiceCarbon footprints of journeys by residents in three different neighbourhoodsin Toronto, Canada. Source: Dan Hoornweb/World Ban, 2010 01.05.2012 Seite 27 Seite 27 Reducing travel demand in practice Source: Kenworthy, 2008 01.05.2012 Seite 28 Seite 28 14

Shift to/maintain demand for low carbon modesWalking and cycling 01.05.2012 Seite 29 Seite 29 Shift to/maintain demand for low carbon modes 01.05.2012 Seite 30 Seite 30 15

Shift to/maintain demand for low carbon modes 01.05.2012 Seite 31 Seite 31The need to maintain demand for low carbon modes 01.05.2012 Seite 32 Seite 32 16

Public transport supports efficient cities 01.05.2012 Seite 33 Seite 33 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© Karl Fjellstrom, 2006 transport. 01.05.2012 Seite 34 Seite 34 17

Improving energy efficiency of travelHow can the energy efficiency oftravel 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 35 Seite 35 Improving energy efficiency 60 (reduction in Improvement in Fuel Economy (reduction in fuel use) (L/100km) 50 Percent Improvement in Fuel Economy Percent fuel use) (L/100km) 40 30 20 10 0 Conventional Advanced Hybrid Conventional Advanced Hybrid Diesel Gasoline Gasoline Gasoline Diesel Diesel Vehicle Vehicle Vehicle Vehicle Vehicle Vehicle Source: IEA, 2008 01.05.2012 Seite 36 Seite 36 18

Improving efficiency of travelSource: Barth and Boriboonsomsin, 2008 in Replogle, 2010 01.05.2012 Seite 37 Seite 37 Impact of Avoid-Shift-Improve „Improve‟ measures 44% emission reduction „Avoid‟ and „shift‟ measures 20% emission reduction Source: EEA, 2010 01.05.2012 Seite 38 Seite 38 19

The importance of policy packages rather than single measures 01.05.2012 Seite 39 Seite 39SOCIAL AND ECONOMICIMPACTS OF LOW CARBONTRANSPORTAn introduction to the co-benefits of sustainable low carbontransport 01.05.2012 Seite 40 Seite 40 20

The future? © Ko Sakamoto, 2010 01.05.2012 Seite 41 Seite 41 Cross-sector synergiesTransport Low carbon transport is a Economy cost effective Education solution to the achievement Health of economy- Energy wide efficiency objectives 01.05.2012 Seite 42 Seite 42 21

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 43 Seite 43MODULE SUMMARYAn overview of key points 01.05.2012 Seite 44 Seite 44 22

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 45 Seite 45 Module 1 overviewAcknowledge theneed to recogniseclimate change Recognise and Realise the Be aware of Recognise the communicate potential to de- the Avoid-Shift- Understand the drivers of GHG the wider couple mobility Improve source of GHG emissions from benefits of and GHG approach to emissions the transport sustainable low emissions from transport sector carbon transport strategy transport. Be equipped to mitigate against GHG emissions from the land transport sector. 01.05.2012 Seite 46 Seite 46 23

GIZ SUTP project sutp@sutp.orgtransport@gtz.de 01.05.2012 Seite 47 Seite 47 01.05.2012 Seite 48 Seite 48 24

Reducing energy in public transportSource Ticket to Kyoto www.tickettokyoto.eu 01.05.2012 Seite 49 Seite 49 Benefits of low carbon transport Low carbon transport 01.05.2012 Seite 50 Seite 50 25

Creating green jobs 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 01.05.2012 Seite 51 Seite 51 Reducing poverty 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 01.05.2012 Seite 52 Seite 52 26

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. 01.05.2012 Seite 53 Seite 53 27

ANNEX 2Sustainable Transport and the Climate Process

Sustainable transport and the climate process Manila, Philippines Module 2 March 19, 2012 Heather Allen 01.05.2012 Seite 1This training is based on the work of the Bridging theGap initiative. „Bridging the Gap: Pathways for Transportin a Post 2012 Process‟ is a partnership that was formedto bridge the gap between the transport and climatechange sectors.For more information about the work of Bridging the Gapvisit their website: http://www.transport2012.org/ 01.05.2012 Seite 2 Seite 2 1

Module overview The UNFCCC Land transport and the Kyoto Protocol Land transport post 2012 Module summary 01.05.2012 Seite 3 Seite 3THE UNFCCCAn introduction to the United Nations Framework Convention onClimate Change 01.05.2012 Seite 4 Seite 4 2

What is the UNFCCC? 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.” 01.05.2012 Seite 5 Seite 5Signatories of the UNFCCC 194 Parties- Annex I Industrialised countries that were members of the OECD in 1992 and countries with economies in transition.- Annex II Industrialised 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. 01.05.2012 Seite 6 Seite 6 3

How does the UNFCCC work? 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. 01.05.2012 Seite 7 Seite 7 An holistic approach to climate change “A human intervention to reduce the sources or Mitigation enhance the sinks of greenhouse gases.” UNFCCC “An adjustment in natural or human systems in response to actual or Adaptation expected climate change or its impacts which moderates harm or exploits beneficial opportunities.” 01.05.2012 Seite 8 Seite 8 4

UNFCCC bodies Channels of advice UNFCCC bodies Conference of the Parties (COP) Ad Hoc WorkingSubsidiary Body Ad Hoc Working Group on Further Subsidiary Bodyfor Scientific and Group on Long- Commitments for for Implementation Technological term Co-operative Annex I Parties (SBI)Advice (SBSTA) Action (AWG-LCA) under the Kyoto Protocol (AWG-KP) Subsidiary Bodies (SB) Temporary Working Groups (AWGs) 01.05.2012 Seite 9 Seite 9 Observer organisations  Intergovernmental organisations (IGOs)  Non-Governmental Organisations (NGOs) 01.05.2012 Seite 10 Seite 10 5

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 11 Seite 11 UNFCCC milestonesMilestone Year DescriptionSigning of the 1992 Signed in Rio, it was a voluntary commitment for Annex IConvention Parties to seek to stabilise their emissions from 1990 to 2000.Adoption of the 1997 This set a „legally binding‟ target for Annex I Parties to reduce their collective emissions by 5% on 1990 levels by 2012, and introducedKyoto Protocol 3 policy measures to support this.Marrakesh Accords 2001 Agreements setting out numerous provisions to support the operationalisation of the Kyoto Protocol.Kyoto Protocol 2005 This took place at COP11 in Montreal.entered into forceNairobi Work 2005 SBSTA launched a 5 year work programme to explore the impacts,Programme 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 2009 Annex-I Parties pledged to provide „new and additional finance‟ and set emission reduction targets to 2020. Non-Annex I Parties agreedAgreement to conduct mitigation activities (NAMAs).Cancún 2010 These outputs of COP16 continued and developed negotiations in respect to adaptation and mitigation, including related finance andAgreements technology provisions. 01.05.2012 Seite 12 Seite 12 6

Any questions 01.05.2012 Seite 13 Seite 13UNFCCC support for non-Annex I Parties Finance Capacity building Technology transfer 01.05.2012 Seite 14 Seite 14 7

Finance under the UNFCCC UNFCCC‟s financial Global Environmental mechanism Facility (GEF) Least Special Climate Developed „Special‟ funds Change Fund Countries Fund Adaptation Fund (SCCF) (LDCF) Clean Joint Development Emissions Carbon market Mechanism Implementation trading (JI) (CDM) Green Climate Emerging funds Fund (GCF) 01.05.2012 Seite 15 Seite 15 Capacity building„The process of developing the technical skillsand institutional capability in developingcountries and economies in transition to enablethem to address effectively the causes andresults of climate change.‟ 01.05.2012 Seite 16 Seite 16 8

Scope of capacity building 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. 01.05.2012 Seite 17 Seite 17 Technology transfer „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.‟ 01.05.2012 Seite 18 Seite 18 9

Technology Needs Assessments Cleaner technologies „Hard and soft Public transport improvements technologies Emission/fuel standards … regulatory options and… Traffic and demand management fiscal and Biofuels financial Non-Motorised Transport incentives Public awareness and capacity Economic and fiscal instruments building.‟ UNFCCC, Land use planning 2001 01.05.2012 Seite 19 Seite 19 First step to accessing support Harmonisation Engagement Integration International policy National policy Global sustainability Domestic interests Coherence Participation Co-ordination 01.05.2012 Seite 20 Seite 20 10

Mainstreaming climate change mitigation UNFCCCClimate Action Plans Treaty to stabiliseLocal area specific International international GHGclimate change emissions.mitigation measuresand strategy. Local NationalRegional climate National climate changechange strategy strategyClimate change Comprehensive long- Regionalmitigation actions set in term strategy forthe context of regional domestic emissioncharacteristics and reduction.needs. 01.05.2012 Seite 21 Seite 21 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 © Breithaupt, 2010 emissions by 30% from BAU by 2020 Highlights need to mobilise municipal governments and civil society Refers to required support via the UNFCCC. 01.05.2012 Seite 22 Seite 22 11

Stop point 01.05.2012 Seite 23 Seite 23LAND TRANSPORT AND THEKYOTO PROTOCOLThe status-quo 01.05.2012 Seite 24 Seite 24 12

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 25 Seite 25 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 thetransport sector (9 of 3,396)0.96% of the projects in the CDM „pipeline‟ arein the transport sector (32 of 3,323). 01.05.2012 Seite 26 Seite 26 13

Registered transport CDM projects BRT in Chongqing, China BRT in Bogotá, BRT in Mexico Colombia - 218,067 tonnes - 145,863 tonnes CO2/annum - 246,563 tonnes CO2/annum CO2/annum BRT in Zhengzhou, ChinaCable cars in - 204,715 tonnesMedellín, CO2/annumColombia- 17,290 tonnes Transport of carsCO2/annum Low GHG emitting Metro in Delhi, by train in India rolling Metro stock IndiaPlant oil production for use in in Delhi, India - 23,001 tonnesvehicles in Paraguay - 529,043 tonnes CO2/annum - 41,160 tonnes CO2/annum- 17,188 tonnes CO2/annum CO2/annumNote: The emission reductions shown are estimates expressed in tonnes ofCO2 mitigated per annum. 01.05.2012 Seite 27 Seite 27 Transport CDM projects in the pipeline Biodiesel for transport , 8 Bus Rapid Metro – Transit , 11 efficient operation , 1 Rail - regenerative Modal shift Motorbikes , braking , 2 from road to 4 rail , 6 01.05.2012 Seite 28 Seite 28 14

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 29 Seite 29LAND TRANSPORT POST 2012Prospects for land transport after the provisions of the KyotoProtocol 01.05.2012 Seite 30 Seite 30 15

The road ahead for transport„Projects linked to renewable energy, energy efficiency andtransportation “have the potential to bring about not just volumes oftonnes reduced but also to transform the way we produce andconsume energy.”‟ – Christiana Figueres, Executive Secretary of the UNFCCC (September 2010)“‟If you do not tackle transport then you cannot tackle climatechange.”‟ – Yvo de Boer, previous Executive Secretary of the UNFCCCThe COP „requests the Executive Board [of the CDM] to developstandardized baselines… prioritizing methodologies that areapplicable to… underrepresented project activity types or regions,inter alia, for… transport.‟ - Decision-/CMP.6. 01.05.2012 Seite 31 Seite 31 Emerging opportunities Green Climate Fast start Climate funds Fund (GCF) finance Technology Technology mechanism Non-market mechanisms Nationally Appropriate Mitigation New market Actions mechanisms Market CDM reform (NAMAs) mechanisms 01.05.2012 Seite 32 Seite 32 16

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 33 Seite 33 Financial support for NAMAs Unilateral Supported Credited NAMAs NAMAs NAMAs• Domestically • Funded by • Funded by funded and financial, carbon implemented. technology „credits‟ and/or generated by capacity the emission building reductions support from achieved, Annex I which are Parties. traded on the • Funding is carbon likely to be market. limited to incremental costs. 01.05.2012 Seite 34 Seite 34 17

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 35 Seite 35 NAMA timeline • 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 of2007 sustainable development.‟ • The Copenhagen Accord of COP15 invited Non-Annex I Parties invited to submit proposals for NAMAs.2009 • NAMA proposals shared with the UNFCCC by 44 developing countries • UNFCCC organises a post negotiating session workshop on NAMAs2010 • Cancun Agreements of COP16 repeated the invitation to submit proposals. • UNFCCC exploring how to operationalise the concept • Developing countries continuing to develop NAMAs2011 • Commitment to NAMAs made concrete at COP17 in Durban? • NAMAs operationalised?2012 01.05.2012 Seite 36 Seite 36 18

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 64% transport NAMAs 01.05.2012 Seite 37 Seite 37 Transport NAMA communicationsSustainablelow carbon Measure transport CO2 Transport policy, emissions NAMAprogramme (MRV) or project supportDeveloped countrycommitments: Emission reductions International Finance pledges 01.05.2012 Seite 38 Seite 38 19

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 39 Seite 39 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 01.05.2012 Seite 40 Seite 40 20

Initial process Communicate National Develop a with national governmentNAMA concept UNFCCC share concept delegation with UNFCCC No template for NAMA proposals NAMA registry is being developed. 64% 01.05.2012 Seite 41 Seite 41 Group exercise 01.05.2012 Seite 42 Seite 42 21

MODULE SUMMARY 01.05.2012 Seite 43 Seite 43 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 01.05.2012 Seite 44 Seite 44 22

Module 2 overviewAcknowledge theneed to be aware ofinternationalclimate policy Recognise that Be aware of the Realise that financial, specific support for technology emerging Understand the climate change transfer and opportunities for role of the mitigation in the capacity building support for land UNFCCC transport sector support are transport is being available for low mitigation under increased carbon transport the UNFCCC. Understand how to engage with the UNFCCC process and the benefits of doing so 01.05.2012 Seite 45 Seite 45 GIZ SUTP project sutp@sutp.org transport@giz.de 01.05.2012 Seite 46 Seite 46 23

ANNEX 3Transitioning to Low Carbon Transport

Transitioning to low carbon transport Module 3 Manila, Philippines March 19, 2012 Heather Allen 01.05.2012 Seite 1This training is based on the work of the Bridging theGap initiative. ‘Bridging the Gap: Pathways for Transportin a Post 2012 Process’ is a partnership that was formedto bridge the gap between the transport and climatechange sectors.For more information about the work of Bridging the Gapvisit their website: http://www.transport2012.org/ 01.05.2012 Seite 2 Seite 2 1

Module overview Enabling factors for low carbon transport Institutional factors Financial factors Political factors Technical factors Technological factors Module summary 01.05.2012 Seite 3 Seite 3ENABLING FACTORS FORLOW CARBON TRANSPORTAn introduction to the factors that can provide the framework forlow carbon transport 01.05.2012 Seite 4 Seite 4 2

What are the enabling factors? 01.05.2012 Seite 5 Seite 5 What are the enabling factors? •… ? ? •… Low Carbon Transport ? •… ? •… 01.05.2012 Seite 6 Seite 6 3

What are the enabling factors? • Fragmented Institutional decision making • Large number of stakeholders Financial • Role of international, national, regional or local governments • How taxes are disbursedPublic Transport Low Carbon • Public vs private Transport sector Political • Political will and support • Voice of different interested parties Technical • Data, statistics and Technological information • Low carbon technologies 01.05.2012 Seite 7 Seite 7 INSTITUTIONAL FACTORS An overview of institutional characteristics that can support the realisation of low carbon transport. 01.05.2012 Seite 8 Seite 8 4

What are the enabling factors? • Institutional Institutional framework • Decision making processes Financial • Regulations • Number of stakeholdersPublic Transport Low Carbon Transport Political Technical Technological 01.05.2012 Seite 9 Seite 9 Good practice principles  Strong leadership  Joined-up governance  Co-ordination and integration  Vertical and horizontal  Inclusive operation Ko Sakamoto  Incorporate non-government actors  Participatory governance  Evidence based practices  Robust communication channels  Formal and informal  Permanent and ad-hoc. 01.05.2012 Seite 10 Seite 10 5

Putting principles into practice Reform or Build restructure Create new policy Government institutions bodies networks Build policy networks Make Establish strategic Formalise new partnerships channels of processes across communic- disciplines ation 01.05.2012 Seite 11 Seite 11 Key messageThe role of institutions & legalprocesses 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. 01.05.2012 Seite 12 Seite 12 6

Example Government structure National Parliament Prime Minister’s office Ministry of Ministry of Ministry of Ministry of Ministry of Local Natural Works and land and Finance Government Resources Transport urban development National National Directorate National City Councils/ Road safety TransportEnvironment Roads of public Roads Districts/ Council DirectorateManagement Fund works Authority Municipalities Authority Planning Regulation Commissions 01.05.2012 Seite 13 Seite 13 Example of integrated policy framework Source: Implementing Sustainable Urban Transport Policies in China ITF OECD Discussion Paper 12 Haixiao P 2011 01.05.2012 Seite 14 Seite 14 7

Inclusive operation & participatory governance Who are stakeholders in low carbon transport?  Transport users  Consultants  Financiers  Environmental groups  Research institutions  The general public  Transport Ministries  Local, regional and national  Public transport operators ministries  Business associations  Mobility providers  Experts  Local government  Politicians  Engineers  Media  Contractors 01.05.2012 Seite 15 Seite 15 Stakeholder consultationPriority stakeholders should be identified and then consulted in order to identifytheir expectations with regards to the project or to low carbon transport Stakeholder Consultations carried out Round-tables, workshops, meetings Associations Local businesses, major employers, industry representatives,Economic domain chambers of commerce .(businesses) Customers and Public hearings or via advertisements placed in local media e.g. residents the Métro newspaper. Employees (executives Possibly via surveys (questionnaires) sent to local executives and and management staff ) management staff. Meetings and/ or workshops, phone interviews withTrade union organisations representatives at local or national level Regional Round-tables / workshop/ meetings with municipalities, districts, and local authorities Ministers (eg for environment, mobility and employment/economy ). 01.05.2012 Seite 16 Seite 16 8

‘Green Plan’ Consultation, Mexico City Response of adults to various Set of strategies for 2007 to 2022 proposals: It aimed for: Topic Approval Expansion of BRT lines and 81%  ‘transparency and subway system accountability to citizens’ and Replacement of minibuses for 89% clean units  to ‘encourage conscious civic User of clean energy in taxis 88% participation in the whole process.’ Mandatory school bus transport 64% Activities Alternate Saturday circulation of 71% private cars  ‘Green Survey’ (August 2007) Response of children to various  Over 1 million participants proposals:  Conducted in person, by Topic Approval telephone and via internet Safe use of bikes, skates and 93.5% skateboards in the city  Permanent ‘communication Use of school bus transport 83.3% campaigns’ Proximity to parks 60.7%  ‘Environmental education.’ 01.05.2012 Seite 17 Seite 17 FINANCIAL FACTORS An overview of the different opportunities available 01.05.2012 Seite 18 Seite 18 9

What are the enabling factors? Institutional • Public vs private sector Financial • Role of international, national, regional or local governmentsPublic Transport Low Carbon Transport Political Technical Technological 01.05.2012 Seite 19 Seite 19 What requires financing? Construction of… 01.05.2012 Seite 20 Seite 20 10

How can low carbon transport be financed? Source 01.05.2012 Seite 21 Seite 21 Domestic funding opportunitiesLocal level finance National level financeinstruments instruments Parking charges  Fuel taxes/surcharges Road pricing  Vehicle taxation Congestion charging  Loans Employer contributions  Grants Fare box revenues  Subsidies Public transport subsidies Land development taxes Examples Public Private Partnerships  Versement Transport (France) Advertising.  Mineral oil tax (Germany)  Sales and property taxes (USA) 01.05.2012 Seite 22 Seite 22 11

Steps towards funding low carbon transport • Understand and manage the financial requirements for sustainable urban 1 transport • Understand the various financing options/ mechanisms 2 • Optimally combine these financing options/mechanisms 3 01.05.2012 Seite 23 Seite 23 Typical methods of funding 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 .... 01.05.2012 Seite 24 Seite 24 12

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 25 Seite 25 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 01.05.2012 Seite 26 Seite 26 13

Congestion charging schemes in the UK• 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 Page  27 01.05.2012 Gene Hunt Image: Seite 27 Seite 27 POLITICAL FACTORS An overview of the importance of political commitment and support. 01.05.2012 Seite 28 Seite 28 14

What are the enabling factors? Institutional FinancialPublic Transport Low Carbon Transport • Political will and Political support Technical Technological 01.05.2012 Seite 29 Seite 29 01.05.2012 Seite 30 Seite 30 15

01.05.2012 Seite 31 Seite 31 Leadership at national level1. Jawaharlal Nehru National Urban Renewal Mission (JNNURM), India2. PROTRAM Mexico © Breithaupt, 2010 01.05.2012 Seite 32 Seite 32 16

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 33 Seite 33 One hour stop point 01.05.2012 Seite 34 Seite 34 17

TECHNICAL FACTORS An overview of the importance of a robust underlying technical framework 01.05.2012 Seite 35 Seite 35 What are the enabling factors? Institutional FinancialPublic Transport Low Carbon Transport Political • Data, statistics and information Technical • Partnerships, Technological knowledge exchange and best practice. 01.05.2012 Seite 36 Seite 36 18

Data collection  Transport planning needs  Data and calculations good data based on it should be: - It should be city or metropolitan wide rather  Transparent then project based  Consistent - Origin and destination data  Frequent is required to show traffic  Comparable flows  Complete - Collect more than just transport information in  Accurate. order to recognise wider impacts 01.05.2012 Seite 37 Seite 37 Benefits of robust data collection 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. 01.05.2012 Seite 38 Seite 38 19

Partnerships and knowledge networks 01.05.2012 Seite 39 Seite 39TECHNOLOGICAL FACTORSAn overview of low carbon transport technologies 01.05.2012 Seite 40 Seite 40 20

What are the enabling factors? Institutional FinancialPublic Transport Low Carbon Transport Political • Low carbon vehicles Technical Technological • System efficiency software • Low carbon fuels 01.05.2012 Seite 41 Seite 41 Low carbon transport technologies Design technology tools and software Fuel Infrastruc- ture Low carbon transport technologies Operation and Vehicles management 01.05.2012 Seite 42 Seite 42 21

Low carbon transport technologiesTechnology ExamplestypeDesign High density mixed-use development; pedestriantechnology tools environment design software; fleet managementand software systems.Infrastructure Traffic calming technologies; public transport stations and stops; electric vehicle charging infrastructure; freight consolidation centres.Operation and Intelligent Transport Systems (ITS); automatedmanagement 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 43 Seite 43 Improving energy efficiency 60 (reduction in Improvement in Fuel Economy (reduction in fuel use) (L/100km) 50 Percent Improvement in Fuel Economy Percent fuel use) (L/100km) 40 30 20 10 0 Conventional Advanced Hybrid Conventional Advanced Hybrid Diesel Gasoline Gasoline Gasoline Diesel Diesel Vehicle Vehicle Vehicle Vehicle Vehicle Vehicle Source: IEA, 2008 01.05.2012 Seite 44 Seite 44 22

Low carbon energy Source: Yarra Trams, 2008 01.05.2012 Seite 45 Seite 45Improving efficiency of vehicles Source: Friedrich, 2008 01.05.2012 Seite 46 Seite 46 23

Improving efficiency of trafficSource: Barth and Boriboonsomsin, 2008 in Replogle, 2010 01.05.2012 Seite 47 Seite 47 Transport demand management using mobile technologies San Francisco parking project http://sfpark.org/ 01.05.2012 Seite 48 Seite 48 24

MODULE SUMMARY An overview of key points 01.05.2012 Seite 49 Seite 49 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. 01.05.2012 Seite 50 Seite 50 25

Module 3 overviewAcknowledge thatdifferent factors canfacilitate a transition tolow carbon transport Be aware that Realise the role there are a wide Understand that political Recognise the Recognise the range of good practices support and range of key enabling different sources in relation to technical know- available low factors to low of finance institutional how play in low carbon carbon transport available to frameworks carbon transport technologies. support low systems. carbon transport Recognise factors that enable and impede low carbon sustainable transport systems. 01.05.2012 Seite 51 Seite 51 GIZ SUTP project sutp@sutp.org transport@gtz.de 01.05.2012 Seite 52 Seite 52 26

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) Examples Low Emission Zones; road user charging; public transport operator standards; technical operating standards; vehicle scrappage schemes. 01.05.2012 Seite 53 Seite 53 Examples of integrated institutionsTransport for London, EnglandCreated in 2000 to replace fragmented agencies, co-ordinates planning and delivery ofthe elected Mayor’s transport and land-use strategy. Is responsible for all public transportincluding 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 anddevelopment of all of all public /mass transport (including taxis), parking and road use, allregulations and monitoring, ticketing and fare policies and passenger information.Taipei City Department of TransportationResponsible for mobility across whole city, including fare integration, road trafficmanagement and parking management. All bus services are tendered and it oversees themetro operations. A smartcard can be used for all public transport and has an electronicpurse component and gives access to specific cultural activities (entrance to nature parksetc). 01.05.2012 Seite 54 Seite 54 27

Stakeholder mappingThese stakeholders These stakeholdersmay be not be the may be only a smallmost powerful but group but they maytheir influence is closer have the power to ‘kill’to the circle than the the project if they arelarger circle not carefully managedThe largest group Source:may have the least Adapted frominfluence ! the Stakeholder Circle 01.05.2012 Seite 55 Seite 55 Stakeholder matrix alternative Low influence High Influence Low stake Lowest priority Can be useful for stakeholder brokering decisions or opinion forming High Stake Most important Most critical group to stakeholder group include 01.05.2012 Seite 56 Seite 56 28

Stakeholder consultation Using consultation to identify the main categories of priority issues Main categories of priority issues (based on consultation of stakeholders)Governance and Technological Innovation Sustainable Regional economic business and sustainable mobility development responsibility development• Public service • Intermodality mission • Efficient use of between • Providing transport• Sustainable resources different modes services for main purchases of transport areas of economic • Noise and• Enhancing brand vibrations • Reduction of activity (link with image / appeal travel times development plan) • Climate change of public and air pollution • Accessibility of • Economic transport public transport development of the • New Region• Communication technologies • Synergies with and engagement other public • Creation of low- with transport skilled jobs stakeholders operators 01.05.2012 Seite 57 Seite 57 29

ANNEX 4Module 4 – Climate Finance for Low Carbon Transport

Climate finance forlow carbon transport Module 4 Manila 20 March 2012 Ko Sakamoto (ADB) 01.05.2012 Seite 1This training is based on the work of the Bridging theGap initiative. „Bridging the Gap: Pathways for Transportin a Post 2012 Process‟ is a partnership that was formedto bridge the gap between the transport and climatechange sectors.For more information about the work of Bridging the Gapvisit their website: http://www.transport2012.org/ 01.05.2012 Seite 2 Seite 2 1

Module overview Climate finance Climate finance and land transport Accessing climate finance Module summary 01.05.2012 Seite 3 Seite 3CLIMATE FINANCEAn introduction to climate finance 01.05.2012 Seite 4 Seite 4 2

From yesterday Institutional • Public vs private sector Financial • Role of international, national, regional or local governmentsPublic Transport Low Carbon Transport Political Technical Technological 01.05.2012 Seite 5 Seite 5 Question  What kinds of financing sources are there for sustainable transport? 01.05.2012 Seite 6 Seite 6 3

Typical methods of funding 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 01.05.2012 Seite 7 Seite 7Questions Has anyone heard of this term before? What does it mean? 01.05.2012 Seite 8 Seite 8 4

What is climate finance? „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 Climate change is the main target 01.05.2012 Seite 9 Seite 9Quiz: Which of these are climate finance?  Sales tax  Fuel tax  Loans from the local bank  Loans from ADB  Clean Development Mechanism (CDM) 01.05.2012 Seite 10 Seite 10 5

Types of climate finance for mitigation Characteristic Climate fund Carbon market (carbon finance) Definition A source of finance Carbon is a commodity that can that is available be traded and this takes place on specifically to support the carbon market. The price of climate change carbon can be volatile, and mitigation and/or „carbon credits‟ tend to be adaptation. Many are purchased by developed available only to countries with emission reduction developing countries commitments under the Kyoto or countries in Protocol to „offset‟ their domestic transition emissions Nature of Grant, loan, technical, Revenue stream funding other Co-finance Often necessary Always necessary CO2 Variable, although Stringent. measurement generally lower than requirements on the carbon market. 01.05.2012 Seite 11 Seite 11Quiz: Fund or market mechanism?  Fisherman receives grant from government to repair his boat  Farmer sells rice in market 01.05.2012 Seite 12 Seite 12 6

Quiz: Climate fund or carbon market?  Clean Development Mechanism (CDM)  Global Environment Facility (GEF)  Nationally Appropriate Mitigation Actions (NAMAs) 01.05.2012 Seite 13 Seite 13 Quiz:  Which is biggest in financial amount?  Domestic funding (taxes you pay)  Official development assistance  Climate finance 01.05.2012 Seite 14 Seite 14 7

Relative proportion of climate finance Relatively new instruments to address climate change Source: ITDP, 2010. 01.05.2012 Seite 15 Seite 15If 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 01.05.2012 Seite 16 Seite 16 8

Climate finance leverages other flows Source: Sakamoto in ADB, 2010. 01.05.2012 Seite 17 Seite 17Shifting allocation of MDB financing Source: ADB, 2010. 01.05.2012 Seite 18 Seite 18 9

Quiz: Who provides climate finance?  Multilateral development banks  Bilateral development agencies  UNFCCC  Private banks  Domestic funds 01.05.2012 Seite 19 Seite 19 Sources of climate finance Source: Atteridge et al, 2009. 01.05.2012 Seite 20 Seite 20 10

CLIMATE FINANCE AND LANDTRANSPORTAn overview of the amount of finance available and the type ofprojects that it can support. 01.05.2012 Seite 23 Seite 23 Climate finance for land transport Source: Binsted et al, 2010. 01.05.2012 Seite 24 Seite 24 11

Volume of climate finance Source: Binsted et al, 2010. 01.05.2012 Seite 25 Seite 25 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) 01.05.2012 Seite 26 Seite 26 12

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. Source: Gomez, 2011 based on UNEP Risoe Centre reduced per annum in transport sector 01.05.2012 Seite 27 Seite 27 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 01.05.2012 Seite 28 Seite 28 13

Global Environment Facility 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. 01.05.2012 Seite 30 Seite 30 Global Environment FacilityGEF 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). 01.05.2012 Seite 31 Seite 31 14

GEF Example Sustainable Urban Transport Project in Kathmandu, Nepal  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. 01.05.2012 Seite 32 Seite 32 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 01.05.2012 Seite 35 Seite 35 15

Future instrument: Nationally Appropriate Mitigation Actions (NAMAs) MRV Requirement Unilateral Supported Supported NAMAs Actions Actions Actions (non-credit) (Credits) Technology Capacity Financing knowledge Building (CGCF?) transfer 01.05.2012 Seite 36 Seite 36Some 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 01.05.2012 Seite 37 Seite 37 16

Stop point 01.05.2012 Seite 38 Seite 38ACCESSING CLIMATEFINANCEAn overview of the process and related points to consider 01.05.2012 Seite 41 Seite 41 17

Basic Checklist1. Project helps mitigate climate change? 01.05.2012 Seite 42 Seite 42 Low carbon transport strategy components Avoid Shift Improve Improve the energyReduce or avoid Shift to more efficiency of travel or the environmentally transport modes need to travel friendly modes and vehicle technology 01.05.2012 Seite 43 Seite 43 18

Basic Checklist 1. Project helps mitigate climate change? 2. Can impact on carbon be measured? 01.05.2012 Seite 44 Seite 44Measuring CO2 emission reductions (MRV) Unique nature of transport sector Insufficient data Standardised baselines Complex methods required 01.05.2012 Seite 45 Seite 45 19

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? 01.05.2012 Seite 46 Seite 46Proving additionality Extensive co-benefits of climate change mitigation in the land transport sector Calculating „incremental‟ costs Low carbon transport 01.05.2012 Seite 47 Seite 47 20

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? 01.05.2012 Seite 48 Seite 48The need for co-finance Climate Insufficient funds relative finance to challenge Domestic Incremental costs finance High project preparation, measuring and monitoring Private Development costs sector finance The majority of finance will need to come from domestic sources. 01.05.2012 Seite 49 Seite 49 21

Issues to consider Adequacy Sustainability Predictability Source: UNFCCC, 2007. 01.05.2012 Seite 50 Seite 50 Process to access climate finance 01.05.2012 Seite 51 Seite 51 22

More informationClimate Finance Guidance – available for download!  GTZ Sourcebooks and Technical Papers for Policy Makers worldwide http://www.sutp.org http://www.transport2012.org/bridging/ressources/file s/1/1122,SUT-TD-5.pdf Page  52 01.05.2012 Seite 52 Seite 52 01.05.2012 Seite 53 Seite 53 23

MODULE SUMMARY 01.05.2012 Seite 55 Seite 55 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. 01.05.2012 Seite 56 Seite 56 24

Module 4 overviewAcknowledge thatclimate finance isavailable Understand Recognise what Be aware of Realise the that climate differentiates the process barriers to finance is climate for accessing accessing available from finance from climate climate a wide range other sources finance finance of sources of funding Be informed about the range of sources of climate finance available. 01.05.2012 Seite 57 Seite 57 GIZ SUTP project sutp@sutp.org transport@giz.de 01.05.2012 Seite 58 Seite 58 25

ANNEX 5 Module 5 – Measuring the Impact ofLow Carbon Transport Interventions on CO2 Emissions

Measuring theimpact of low carbon transportinterventions on CO2 emissions Manila, Philippines Module 5 March 20, 2012 Alvin Mejia 01.05.2012 Seite 1This training is based on the work of the Bridging theGap initiative. ‘Bridging the Gap: Pathways for Transportin a Post 2012 Process’ is a partnership that was formedto bridge the gap between the transport and climatechange sectors.For more information about the work of Bridging the Gapvisit their website: http://www.transport2012.org/ 01.05.2012 Seite 2 Seite 2 1

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 01.05.2012 Seite 3 Seite 3WHY MEASURE THE CO2IMPACT OF TRANSPORTINTERVENTIONS? 01.05.2012 Seite 4 Seite 4 2

Benefits of measuring the CO2 impact of transport interventions Gain an understanding of the impact of current policies and Many of the practices same benefits apply to Indicate the impact of proposed measuring measures impacts on wider co-benefits, Support the establishment of which can also strong domestic policies that increase support for transport support energy efficiency and interventions. attainment of co-benefits Increase access to international sources of financial support. 01.05.2012 Seite 5 Seite 5 Measurement under the UNFCCC Estimates the CO2 mitigation potential for each activity Allows mitigation Measurement activities to be quantified in terms of Verification contribution to meeting overall target(s) Reporting Identifies the mitigation potential for each activity Supports type transparency. 01.05.2012 Seite 6 Seite 6 3

MRV requirements are variable MRV Requirement Unilateral Actions – Supported Credited Actions Actions Domestic support (Non-credit) Nationally Appropriate Mitigation Actions (NAMAs)The MRV requirements for internationalsupport post 2012 are yet to be determined. 01.05.2012 Seite 7 Seite 7 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. 01.05.2012 Seite 8 Seite 8 4

Basic data requirements CO2 emissions result from fuel combustion  Amount of fuel used  Source of fuel consumed (i.e. bus/ private car)  Carbon content of the fuel. 01.05.2012 Seite 9 Seite 9 Basic data requirements Without intervention With interventionCO2 emissions Historic Projected data data Ex-post Ex-ante Time 01.05.2012 Seite 10 Seite 10 5

Measurement approaches Top –Down • National level data Bottom-up • Data gathered from more detailed sources e.g. City /metropolitan area/region 01.05.2012 Seite 11 Seite 11 Comparison of approachesApproach Advantages Disadvantages •Emission sources assessed •The most accurate estimatesBottom-up in detail based on data from require a large number of individual sources different datasets. •Allows information on local •Requires an extensive issues, such as congestion, amount of data collection and to be identified handling •Datasets can be inconsistent or of a relatively low quality. •National level data is •Relatively low level of detailTop-down normally available •Lack of data can make use •National level datasets tend of emission inventories to be relatively high quality challenging •Datasets are often •Not well suited to assessing consistent impact of transport policies. •Good for historic emission estimates. 01.05.2012 Seite 12 Seite 12 6

Combined approach National emissionTop-down inventory data CO2 emission projection Local datasetsBottom-up (i.e. on vehicle type and age) 01.05.2012 Seite 13 Seite 13 Data collection methods Travel surveys/ interviews Census Traffic data counts Public GPS data transport logs patronage statistics Data Fleet Vehicle management sales data databases Vehicle speed Vehicle fuel detection sales data units 01.05.2012 Seite 14 Seite 14 7

BOTTOM-UP APPROACHESTO MEASURING CO2EMISSIONSAn overview of their characteristics and associated methods. 01.05.2012 Seite 15 Seite 15Possibility to do an interactive section 01.05.2012 Seite 16 Seite 16 8

ASIF – drivers of emissions from transportASIF formula S G A I F (Carbon Total Activity Structure Modal Energy Carbon Content emissions (passenger or Modal Structure freight travel) Intensity of Fuels from (travel by mode) transport) Load factor Modal travel (passengers share (MSi) or tons per veh-km) (Li) Modal Energy Intensity (Ii)Influencing Technological energy efficiency (Ei)factors Vehicle Fuel Intensity On-road impacts (e.g. Vehicle drive cycles, Characteristics traffic (Vci) congestion) 01.05.2012 Seite 17 Seite 17 ASIF data requirements ASIF component Data requirement Possible data source Total Activity  Fuel use  Surveys (A)  Annual vehicle kilometers travelled by  Vehicle registration/licensing detailed vehicle class data  Tonnes of freight moved  Fuel use and kms/litre of fuel datasets  Passenger numbers  Train operators  Annual kms or fuel use by locomotive type. Modal  Composition of vehicle fleets  Emission inventories. Structure (S) Modal Energy  Kms travelled per tonne of fuel used by  As above Intensity (I) detailed vehicle class or locomotive type.  Calculation of an average may  If there are electric locomotives will need be sufficient. emission information from the ‘electricity generating sector.’ Carbon  The carbon content of the fuels used (i.e.  International inventories content of petrol, diesel and CNG for road transport;  For electric locomotive Fuels (F) inventory values will be diesel for rail). assigned to the ‘electricity generation’ sector, and so values from this sector will also need to be assessed. 01.05.2012 Seite 18 Seite 18 9

TEEMP MODEL Transport Emissions Evaluation Models for Projects (TEEMP) Evaluates CO2 and other air pollutants from transport projects Based on ASIF Spreadsheet based model Activity Number of trips Average trip lengths Input data based on Average speeds what’s available Structure Mode shares (%) Average occupancies ‘Default’ data is used Vehicle fuel split where actual data is Vehicle emission standards split lacking. Intensity Fuel efficiencies of vehicles Fuel Emission factors 01.05.2012 Seite 19 Seite 19 Example of an ASEAN emissions model Source: CAI-Asia, 2010 Page  20 01.05.2012 Seite 20 Seite 20 10

Additional models Source: WRI, 2010 01.05.2012 Seite 21 Seite 21 Setting the Baseline 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. The baseline (emissions The reduction due to from Business as Usual) the project or specific policies and measuresBusiness as Usual (BaU) e.g. 2050 A base year (e.g. 2005) 01.05.2012 Seite 22 Seite 22 11

Estimating emissionsSetting the baseline 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 01.05.2012 Seite 23 Seite 23 Estimating emissions Passenger Cars (petrol) 1. Establish the vehicle fleet Passenger Cars (diesel) Light Duty Vehicles (petrol)  Determine: Light Duty Vehicles (diesel) Heavy Goods Vehicles, Rigid (diesel)  Number of vehicles/ Heavy Goods Vehicles, Articulated (diesel) locomotives by Buses and Coaches Mopeds (<50cc 2 stroke) classification Motorcycles (>50cc 2 stroke) Motorcycles (>50cc 4 stroke)  Carrying capacity of Road transport vehicle classifications different types of Diesel locomotives Electric Rapid urban transport systems  Age profile of vehicles Rail locomotive classifications  Engine size. 01.05.2012 Seite 24 Seite 24 12

Estimating emissions 2. Identify vehicle usage  Determine annual vehicle kilometres per vehicle type  Ascertain annual vehicle kilometres travelled at different speeds © Pardo, 2008 01.05.2012 Seite 25 Seite 25 Estimating emissions 3. Determine the carbon content of fuels used 4. Estimate emissions using the ASIF equation and based on the above.© Broaddus, 2010 01.05.2012 Seite 26 Seite 26 13

Estimating projected emissions1. Establish detailed historic emission ‘estimates’2. List the ASIF elements3. Combine each element of the ASIF equation with a dataset that includes data for historic years and estimated data for future years.4. Obtain projected emission estimates. 01.05.2012 Seite 27 Seite 27 Estimating projected emissions3. Combine each element of the ASIF equation A • Total Activity with a dataset that • Modal includes data for: S Structure a) historic years; and • Modal energy I Intensity b) estimated data for • Carbon content future years. F of Fuels 01.05.2012 Seite 28 Seite 28 14

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 01.05.2012 Seite 29 Seite 29TOP-DOWN APPROACHES TOMEASURING CO2 EMISSIONSAn overview of their characteristics and associated methods. 01.05.2012 Seite 30 Seite 30 15

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) 01.05.2012 Seite 31 Seite 31 Estimating emissions Sub-sector: Private cars and motorcycles Fuel type: Petrol1. National petrol consumption is not often used for purposes other than for passenger vehicles2. 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. 01.05.2012 Seite 32 Seite 32 16

Estimating emissions4. Combine the previous two datasets (vehicle numbers and mileage) with the average vehicle fuel economy of each mode • Weight the total according to the composition of the vehicle fleet calculated in step ‘2.’ • This will enable annual fuel consumption for both types of vehicle to be calculated. • Accuracy can be estimated by comparing the figure obtained with total petrol consumption.5. Combine fuel consumption with the carbon content of petrol to estimate CO2 emissions. 01.05.2012 Seite 33 Seite 33 Estimating emissions Sub-sector: Private cars, buses, light duty and heavy duty freight vehicles Fuel type: Diesel1. Access national level data of diesel consumption for the road transport sector2. 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. 01.05.2012 Seite 34 Seite 34 17

Estimating emissions4. Combine vehicle numbers with estimated average annual mileage using historic survey information5. Combine the previous two datasets (vehicle numbers and mileage) with the average vehicle fuel economy of each mode • Weight the total according to the composition of the vehicle fleet calculated in step ‘2.’ • This will enable annual fuel consumption for both types of vehicle to be calculated. • Accuracy can be estimated by comparing the figure obtained with total diesel consumption.5. Combine fuel consumption with the carbon content of diesel to estimate CO2 emissions. 01.05.2012 Seite 35 Seite 35 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: Diesel1. 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. 01.05.2012 Seite 36 Seite 36 18

Estimating emissions Sub-sector: Rail Fuel type: Electricity1. Access national level data of electricity consumption for the rail sector2. Estimate total number of electric locomotives using historic national fleet datasets3. Estimations often need to be put in place as the amount of electricity used for traction and that used for stations etc may not be available separately 01.05.2012 Seite 37 Seite 37Possibility to do an interactive section 01.05.2012 Seite 38 Seite 38 19

Stop point 01.05.2012 Seite 39 Seite 39PRACTICALCONSIDERATIONSAn overview of factors that could support measurement of the CO 2impact of transport interventions. 01.05.2012 Seite 40 Seite 40 20

Key requirements1. An inventory Detail tasks, responsibilities, activities and deadlines relating to emission estimates2. 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 41 Seite 41 Key requirements3. Quality framework Data and associated calculations should be:  Transparent  Consistent  Comparable  Complete  Accurate. 01.05.2012 Seite 42 Seite 42 21

Key challenges1. 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 43 Seite 43 01.05.2012 Seite 44 Seite 44 22

MODULE SUMMARY 01.05.2012 Seite 45 Seite 45 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. 01.05.2012 Seite 46 Seite 46 23

Module 5 overviewAcknowledge that there isa need to measure theCO2 impact of transportinterventions Realise that there are numerous Understand the Be aware of the Recognise the methodologies for benefits of MRV process for challenges of measurement measuring CO2 measurement measuring that can be emissions from under the emissions from tailored to land transport UNFCCC the sector different circumstances. Be informed about different ways of measuring CO2 emissions from the land transport sector. 01.05.2012 Seite 47 Seite 47 Course overview Recognise the potential to decouple mobility and GHG emissions Module 1 Develop sustainable low carbon strategies Consider available financial, capacity building and technology support Module 2 Understand enabling factors for sustainable low carbon Module 3 transport Assess eligibility for climate finance Module 4 Establish or refine processes for measuring and monitoring the Module 5 impact of strategies Implementation of sustainable low carbon transport 01.05.2012 Seite 48 Seite 48 24

GIZ SUTP project sutp@sutp.orgtransport@giz.de 01.05.2012 Seite 49 Seite 49 25

ANNEX 6Exercise questionnaire on computing CO2 Emissions

Car Population : 200 gasoline cars Average Fuel Efficiency: 10 km/liter Average Distance Travelled/year: 20,000 km Car Population : 100 diesel cars Average Fuel Efficiency: 11 km/liter What is the Average Distance Travelled/year: 15,000 km total Bus Population : 20 diesel buses estimated Average Fuel Efficiency: 3 km/liter Average Distance Travelled/year: 40,000 km CO2 emissions of the set ofMotorcycle Population : 200 gasoline motorcyclesAverage Fuel Efficiency: 40 km/liter vehicles in aAverage Distance Travelled/year: 8,000 km year (TONS)?Gasoline: 2.3 kgCO2/literDiesel: 2.7 kgCO2/literkm

ANNEX 7 Group Exercise Guide

GROUP EXERCISE3 groups each with one expert tohelp 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 1 Seite 1 GROUP EXERCISE1 Describe your project briefly2 What are the carbon advantages of your project and how do you intend to prove this3 What are the major barriers you face4 What partners do you need to gain approval and help implement5 How do you intend to finance it? 01.05.2012 Seite 2 Seite 2 1

- EACH GROUP WILL HAVE 10MINUTES TO PRESENT- AT THE END WE ARE GOINGTO VOTE FOR THE BEST ONE!– THE WINNERS GET MONEY!! 01.05.2012 Seite 3 Seite 3 THANK YOU!Please remember to give in your evaluation forms 01.05.2012 Seite 4 Seite 4 2

ANNEX 8 Output of one of the groups

5/2/2012 PROJECT BRIEF Empowering the ASBUs of Cainta Capacity-building for Cainta ASBUTeam 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 BRIEF Strategies Incentives: Percentage from penalty fees collected; Proper equipment and uniform 1

5/2/2012 CARBON ADVANTAGES Lessen CO2 emissions through efficient testing MAJOR BARRIERS Corruption of ASBU Teams in other cities Lack of mobility to implement operationsInadequate and obsolete equipment 2

5/2/2012 PARTNERS NEEDED DENR-EMB DOTC LTO LGUs NGOs FINANCINGAccess LGU budgets through local ordinance Access MMDA funding 3

ANNEX 9 Sample Training Certificate

This is to certify thatparticipated in the Training course on SustainableTransport and Climate Change held in Manila, Philippineson March 19-20, 2012.Antonio G. M. La Viña Heather Allen Sophie PunteDean Programme Director Executive DirectorAteneo School of Government Transport Research Laboratory Clean Air Initiative for Asian Cities Center

ANNEX 10 Training Evaluation Report

Bridging the Gap:Pathways forTransportReport on GIZ Low Carbon Transportand Climate Change TrainingManila, Philippines.March 19-20, 20112Prepared by TRLMarch 2012Prepared by Heather Allen, reviewed by Carlosfelipe PardoFinal version April 5th 2012

1 SummaryThis report describes the training course on Low Carbon Transport and Climate ChangeLocation: Manila, Philippines.Date: March 19-20, 20112Number of trainees: 40 (some walk ins on the day)Topic of the training course: Low Carbon Transport and Climate ChangeDuration: 2 days (Monday – Tuesday)Venue: Ateneo School of Government, Manila2 Organizations involvedThe training was given as a Joint GIZ and partners training. Organizations involved in the trainingwere the following:- TRL had developed the content and training overview for the 5 modules for GIZ and Bridging theGap 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 theRockefeller Foundation) provided logistical resources and one trainer.- Metropolitan Manila Development Authority- Partnership for Clean Air3 ProgrammeThe instructors incorporated interactive sessions in their modules and the trainees broke up intogroups for a longer group working session at the end. They were asked using what they had learntto 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 identifyingthe low carbon aspect, how they intended to measure this and how difficult they estimated theproject would be to implement (citing barriers and challenges). The last activity was a shortinformal vote on which project was the best and a clear winner was identified. This activity had thefollowing 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.ProgrammeThe program for the course is presented in the following page. 3

4. Trainers and expertiseModule 1 Marie Danielle V. GuillenModule 2 & 3 Heather AllenModule 4 Alvin MeijaModule 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 linkingland transport to international climate change policy in the United NationsFramework Convention on Climate Change, UNFCCC.Alvin MejiaAlvin Environment Specialist, conducts research on transportation andenergy, training on clean fleet management and GHG accounting, and co-designed the TEEMP models for the CAI-Asia. Prior to joining CAI-Asia, hewas involved in Clean Development Mechanism-related projects at CarbonFinance Solutions. He also authored a book on the GHG emissions from thePhilippine electricity grids which was developed under IGES and the ManilaObservatory. He holds a Bachelors Degree in Economics from the Ateneo deManila University and is currently taking up his Masteral Degree onEnvironmental Management at Miriam College.Ko Sakamoto is a Transport Economist at the Asian Development Bank(ADB), serving the developing member countries of ADB through technicalassistance, knowledge dissemination, regional cooperation and projectexecution in the transport sector. Prior to joining ADB, he worked at the UKTransport Research Laboratory (TRL), focusing on international climatechange and sustainable transport policy. He regularly advised governmentsin both developed and developing countries, as well as major internationalinstitutions such as the German Development Cooperation and various UNbodies on issues relating to low-carbon development strategies, financing,economic appraisal and policy making. He holds a MA in TransportEconomics (with distinction) from the University of Leeds, and a BA in LiberalArts with concentration in Politics and Economics from the InternationalChristian University. 6

4 Material developed and provided to participantsThis was the first time that the training had been given modifications to all modules have beenmade and final versions sent to GIZ.A CD was prepared with all material presented during the course. A copy of such a CD can beprovided upon request. Below is a sample of the table of contents of that CD, which also includedsupporting 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 Evaluation29 evaluation forms were collectedOverall the training was highly rated rated with most negative comments coin respect to the slightlycramped room and the sound system.The majority of participants would like to hear about GIZ trainings again and for a few this was theirfirst introduction to GIZ.Negative aspects might be that there was quite a lot of technical information which did not suiteveryone – but this is difficult to avoid. Improvements could be made in further trainings if theaudience is less diverse.People seemed to enjoy the exercise at the endIt is suggested that the training is given over two days with a 2 hour slot for an interactive exerciserelated to the local context is included. 7

Very good good satisfactory How Contents How likely is it that How good were How useful were Did you feel that How good do you How would you Did the trainer comprehensive appropriate to the you will apply the the videos /media the excercises you already knew rate the training rate the trainers motivate you to was the agenda topic concepts of the /photos the material? overall implement what training in your you learnt work?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 examplesWeaknesses - 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 Phone:3043300 1 Adolf Escalona Director, Road Board, DPWH Fax: 3043020 Phone: 4706813 2 Alvidon Asis Program Officer, Environment, LCP Fax: 4707210 Phone: 3952843-45 3 Alvin Mejia Environment Specialist, CAI-Asia Fax: 3952846 Annabelle HHRO V, Housing and Land Use Phone: 8114159 4 Guanzon Regulatory Board Fax: 8114158 Executive Assistant, Anti Smoke Belching Phone: 5322332 5 Chiock Gonzales Unit, Mandaluyong Fax: 5354634 Phone: 6829281 6 Christine Roxas Technical Staff, CTTMDO, Marikina Fax: 6466451 Manager, Catalyzing New Mobility in 7 Danielle Guillen Phone: 4266001 Cities Project, ASoG Edward LGOO VI, BLGD, Dept of Interior and Phone: 6313893 8 Templonuevo Local Govt Fax: 9250332

Elmer Supervising Health Program Officer, Phone: 74318299 Benedictos Dept of Health Fax: 7431829 HHRO VI, Housing and Land Use Phone: 811415910 Emma Ulep Regulatory Board Fax: 8114158 Phone: 293406111 Evelyn Dangat CENRO, Valenzuela Fax: 2929349 Director, Planning Division, Dept of Phone: 727796012 Florencia Creus Transportation and Communications Fax: 7267104 Phone: 293406113 Gladys Bondoc CENRO, Valenzuela Fax: 2929349 Policy and Partnership Manager, CAI- Phone: 3952843-4514 Glynda Bathan Asia Fax: 395284615 Heather Allen Program Director, TRL Iresha Phone: 3952843-4516 AQM Research Assistant, CAI-Asia Rathnasena Fax: 3952846 Phone: 829870117 Isabelo Mojica Administrative Staff, SWESO, Parañaque Fax: 8203222 Phone: 283379218 Joselito Osete Chief, CENRO, Navotas Fax: 2818861 Karl Christian Training Assistant, LGA, Dept of Interior Phone: 631389319 Abalos and Local Govt Fax: 9250332 Phone: 683166420 Ko Sakamoto Transport Economist, ADB Fax: 636219821 Lorenzo Cordova Ateneo School of Government Phone: 4266001 Luisa OIC, Assistant Director, National Phone: 631371422 Jolongbayan Economic Dev Authority Fax: 6313747 Marherson Ambient Air Pollution Section, EPWMD Phone: 444727223 Tolentino Quezon City Fax: 9243592 LGOO IV, OPDS, Dept of Interior and Phone: 631389324 Marialuna Kileste Local Govt Fax: 9250332 Phone: 532233225 Marites Calo LGU Chief Solid Waste, Mandaluyong Fax: 5354634 Mary Beaulah Section Chief Industrial Pollution, Phone: 444727226 Rios EPWMD Quezon City Fax: 9243592 Director, Planning Division, Dept of Phone:304330027 Melvin Navaro Public Works and Highways Fax: 304302028 Moises Lozano CEPMO, LGU-Baguio Phone: 074 4423939 10

Technical Staff, Phone: 6829281 29 Oliver Villamena CEMO, Marikina Fax: 6466451 Department of Social Welfare and Phone: 9318191 30 Ramil Egaminto Development Fax: 9318191 Phone: 5322332 31 Rannie De Leon Chief, TRO, Mandaluyong Fax: 5354634 LGOO III, BLGS, Dept of Interior and Phone: 6313893 32 Rea Ann Rojo Local Govt Fax: 9250332 Phone: 3957149 33 Rene Pineda President, Partnership for Clean Air Fax: 9352846 Supervising Health Program Officer, Phone: 7431829 34 Rene Timbang Dept of Health Fax: 7431829 Phone: 3952843-45 35 Richard Antonio Air Quality Management Intern, CAI-Asia Fax: 3952846 Ritchie Anne Phone: 3952843-45 36 Communications Officer, CAI-Asia Roño Fax: 3952846 Project Development Officer, Phone: 8701000 37 Rodney Asinas Makati City Mayors Office Fax: 8998933 Ronald Project Coordinator, ASEAN-GIZ Clean Phone: 3957149 38 Cartagena Air for Smaller Cities Project, CAI-Asia Fax: 3952846 Saint James Phone: 2833792 39 Acting City PMO Chief, Navotas Lopez Fax: 2818861 40 Segundo Romero Director, IBoP Asia Program, ASoG Phone: 4266001 41 Sofronio Pascua CEPMO, LGU-Baguio Phone: 074 4423939 Phone: 3957149 42 Victoria Segovia Executive Director, PCA Fax: 9352846(Separate document).Email contact details are in the accompanying Excel file 11

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