This document proposes a method to measure fuel poverty in the transport sector using a composite indicator. It summarizes existing ratio and LIHC indicators that do not fully capture mobility needs. The composite indicator measures three dimensions - financial resources, energy consumption, and conditions of mobility - to identify three levels of exposure to rising fuel prices: fuel poor, vulnerable in mobility, and car-dependent. Applying this to French data identified over 7 million households as exposed under the composite indicator. The document concludes existing indicators are insufficient for transport while the composite approach better reflects diverse mobility needs.
Sources of finance, Sue Snyman and Paul EaglesAnna Spenceley
Presentation made at the CBD/IUCN TAPAS Group meeting on "Tourism partnerships and concessions in protected areas: Cooperating for success" meeting in the iSimangaliso Wetland Park
Agriculture Sector – Canada and United States – February 2018paul young cpa, cga
Many countries around the world provide support to agriculture sector
Agenda 2030 is pushing for more corporate farms
There are improvements in farming over the year like vertical farming, water and land management and crop resistance to drought
Waste, materials management and circular economy in Latvia - 17 October 2019OECD Environment
Presentation of the OECD Environmental Performance Reviews: Latvia 2019 chapter on waste, materials management and circular economy given on 17 October 2019 in Riga, Latvia
Fuel Economy Trends and Tools, Rob de Jong, Head Transport Unit UN Environmen...FIA Foundation
Why Countries Improve Fuel Economy
• Reduce pollutant emissions
• Reduce oil dependence
• Improve balance of payments
• Reduce transport cost consumers and
companies
• Reduce cost public transport
• Reduce greenhouse gases
• Promote domestic economies/jobs
Fuel Economy Trends and Tools, Rob de Jong, Head Transport Unit UN Environment Programme
www.unep.org
Presented at the Global Fuel Economy Initiative ‘Accelerator Symposium’ on September 5th, ahead of the September 2014 UN Climate Summit.
The Symposium hosted by the French Government at the Ministry of Ecology Sustainable Development and Energy on 5th September, provided a forum for countries, experts, NGOs and the private sector to advance the agenda on fuel economy globally and prepare for the UN Secretary General Ban Ki-moon’s Climate Summit.
Government representatives from a wide range of countries working on fuel economy policies participated in the Symposium. Countries presenting at the Symposium included China, Georgia Kenya and Mauritius. There were more than 70 delegates attending the symposium from around the world with countries represented including Chile, Costa Rica, Hungary, Ivory Coast, Kosovo, Peru, Sri Lanka, St. Vincent and the Grenadines, the UAE, Uganda and Vietnam. Organisations included Transport & Environment, the FIA, ExxonMobil, Michelin, Renault, CEDARE, the OECD and the World Bank.
Read more: http://www.globalfueleconomy.org/updates/2014/Pages/GFEIAcceleratorbuildsmomentumforUNClimateSummit.aspx
Sources of finance, Sue Snyman and Paul EaglesAnna Spenceley
Presentation made at the CBD/IUCN TAPAS Group meeting on "Tourism partnerships and concessions in protected areas: Cooperating for success" meeting in the iSimangaliso Wetland Park
Agriculture Sector – Canada and United States – February 2018paul young cpa, cga
Many countries around the world provide support to agriculture sector
Agenda 2030 is pushing for more corporate farms
There are improvements in farming over the year like vertical farming, water and land management and crop resistance to drought
Waste, materials management and circular economy in Latvia - 17 October 2019OECD Environment
Presentation of the OECD Environmental Performance Reviews: Latvia 2019 chapter on waste, materials management and circular economy given on 17 October 2019 in Riga, Latvia
Fuel Economy Trends and Tools, Rob de Jong, Head Transport Unit UN Environmen...FIA Foundation
Why Countries Improve Fuel Economy
• Reduce pollutant emissions
• Reduce oil dependence
• Improve balance of payments
• Reduce transport cost consumers and
companies
• Reduce cost public transport
• Reduce greenhouse gases
• Promote domestic economies/jobs
Fuel Economy Trends and Tools, Rob de Jong, Head Transport Unit UN Environment Programme
www.unep.org
Presented at the Global Fuel Economy Initiative ‘Accelerator Symposium’ on September 5th, ahead of the September 2014 UN Climate Summit.
The Symposium hosted by the French Government at the Ministry of Ecology Sustainable Development and Energy on 5th September, provided a forum for countries, experts, NGOs and the private sector to advance the agenda on fuel economy globally and prepare for the UN Secretary General Ban Ki-moon’s Climate Summit.
Government representatives from a wide range of countries working on fuel economy policies participated in the Symposium. Countries presenting at the Symposium included China, Georgia Kenya and Mauritius. There were more than 70 delegates attending the symposium from around the world with countries represented including Chile, Costa Rica, Hungary, Ivory Coast, Kosovo, Peru, Sri Lanka, St. Vincent and the Grenadines, the UAE, Uganda and Vietnam. Organisations included Transport & Environment, the FIA, ExxonMobil, Michelin, Renault, CEDARE, the OECD and the World Bank.
Read more: http://www.globalfueleconomy.org/updates/2014/Pages/GFEIAcceleratorbuildsmomentumforUNClimateSummit.aspx
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After 6 years of regular decrease, the energy consumption of transport in the EU has been rising again since 2013, at the same rate as before the financial crisis. It has become the most energy-consuming end-use sector, responsible for 31% of the final energy consumption in the EU27 in 2019. The energy transition in transport lags far behind the other sectors. However, some countries are performing better than others.
During this webinar, our expert speakers present an evaluation of the energy efficiency trend in the European transport sector since 2000. The following key questions are addressed:
What has been the overall trend in transport energy consumption in the EU and other European countries since 2000?
What are the main drivers for the energy consumption variation in transport, and in particular for the energy savings?
Recordings of the webinar: https://youtu.be/3TbePJCDvgE
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How can countries reduce greenhouse gas emissions in the transport sector? The shift to a future compatible with the targets of the Paris agreement will require effective policies to address this sore spot of climate policy. This webinar will discuss the characteristics of the transport sector and present two successful examples of national transport policy instruments: The Norwegian policy mix to incentivize e-mobility adoption and the French Bonus Malus system. The policy instruments were analysed as part of the project Bridging European and Local Climate Action (BEACON) sponsored by the German Ministry for the Environment, Nature Conservation and Nuclear Safety (BMU).
This presentation was prepared for the Energy Action Network’s Vermont Energy Future Initiative. Dave Roberts of VEIC was the lead for compiling this research and presentation. Additional assistance was provided by Karen Glitman (EAN Sr. Fellow), Linda McGinnis (EAN Sr. Fellow), Jennifer Wallace Brodeur (VEIC), Philip Picotte (VEIC), Sarah Wolfe (EAN Staff), and Jared Duval (EAN Staff).
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Fuel subsidies lead to environmental damage through inefficiencies in energy use, they are a burden for public budget and moreover they are regressive, usually benefiting the already better off households. Despite, these negative qualities, energy subsidies are still implemented throughout the World. Post-tax energy subsidies in the World are estimated to be 5.3 trillion USD while fuel subsidies alone, are estimated to be 1.5 trillion USD, making up 1.8 percent of the global GDP in 2015. Reallocation of fuel subsidies can be an important tool for creating fiscal space for child grants in many of these countries. This paper specifically focuses on the case of Madagascar’s fuel subsidy reform. In Madagascar, the size of the fuel subsidies as of 2014 are estimated in this paper to be around 80 million. In June 2014, the government decided to eliminate fuel subsidies gradually in and the analysis in this paper was prepared to provide timely input to the policy discussion around fuel subsidy reform in Madagascar.
The paper builds an ex-ante simulation model using Madagascar’s ENSOMD 2012 data set and looks at (i) different scenarios of price hikes and the impact on the poor and (ii) models the targeting and benefit incidence of universal cash transfer for children with the budget reallocated from regressive fuel subsidy spending. The benefit incidence analysis shows that in Madagascar, fuel subsidies are highly regressive. Gasoline and diesel consumption is very rare in the households in the bottom 60 percent while kerosene is commonly consumed by households from all income groups. We find that poor households are affected the least if kerosene price remain unchanged. Nevertheless, different price increase scenarios including a change in the price of kerosene do not increase poverty by more than 1 percentage points. Reallocating the gains from the fuel subsidy reform to a universal child grant (for children ages 0-4 or 0-14) is estimated to decrease poverty rates between 2.4 to 4.6 percentage points.
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More information: http://www.oecd.org/cfe/regional-policy/
what is the best method to sell pi coins in 2024DOT TECH
The best way to sell your pi coins safely is trading with an exchange..but since pi is not launched in any exchange, and second option is through a VERIFIED pi merchant.
Who is a pi merchant?
A pi merchant is someone who buys pi coins from miners and pioneers and resell them to Investors looking forward to hold massive amounts before mainnet launch in 2026.
I will leave the telegram contact of my personal pi merchant to trade pi coins with.
@Pi_vendor_247
how to sell pi coins in all Africa Countries.DOT TECH
Yes. You can sell your pi network for other cryptocurrencies like Bitcoin, usdt , Ethereum and other currencies And this is done easily with the help from a pi merchant.
What is a pi merchant ?
Since pi is not launched yet in any exchange. The only way you can sell right now is through merchants.
A verified Pi merchant is someone who buys pi network coins from miners and resell them to investors looking forward to hold massive quantities of pi coins before mainnet launch in 2026.
I will leave the telegram contact of my personal pi merchant to trade with.
@Pi_vendor_247
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@Pi_vendor_247
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Here is the telegram contact of my personal pi vendor
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How to build fuel poverty measurement in the transport sector
1. How to build fuel poverty
measurement in the
transport sector?
Audrey Berry*1
In collaboration with Nicolas Coulombel2, Céline Guivarch1, Yves Jouffe2
1 Centre International de la Recherche sur l’Environnement et le Développement, 45 Avenue de la Belle Gabrielle 94130 Nogent-sur-Marne, France
2 Laboratoire Ville Mobilité Transport, Université Paris-Est Marne-la-Vallée, 5 Boulevard Descartes 77420 Champs-sur-Marne, France
* First author: berry@centre-cired.fr
YEEES - 04 June 2015
2. Audrey Berry YEEES - 04 June 2015
Overview
1. A picture of fuel poverty in France
• Fuel poverty in France
• Opinion on mobility
2. Some difficulties induced by rising fuel prices
• Key drivers of fuel poverty
• The mobility side of the issue
3. How to measure exposition to rising fuel prices
• Existing indicators
• A composite indicator <— Our proposition
4. Conclusion
• Learnings and recommandations
2
3. Audrey Berry YEEES - 04 June 2015
Fuel poverty in France
of the French limiting car use is because of fuel prices****,
behind maintenance costs (35%), air pollution (31%) and traffic jams (30%) .
of the French usually commute by car***,
before public transport (15%), walking (11%) and cycling (6%).
of the French could not do without owning a car***.
of the French spend more than 10% of their budget on buying energy*.
more electricity supply disconnections in 2014**
than the previous year.
of the French suffer from cold in their home*,
because of insufficient heating system, poor insulation or financial constraints.
of the French cut back on heating to keep costs down*.
11%
14%
33%
17%
69%
82%
64%
The French are more
likely to limit car use for
financial reasons.
In today’s mobility, cars
remain essential.
Curbing down energy
expenses becomes a
strategy to save money.
The French face
increasing difficulties to
afford their energy bills.
* « Chiffre-clés de l’ONPE », data exploitation from ENL 2006
** « Chiffre-clés de l’ONPE », MNE for ONPE, data from 2014
*** Survey « Les Français et les transports », BVA for Doméo et Presse Régionale, 2015
**** Survey « Le baromètre de l’opinion des Français sur la mobilité durable », Vague 4, Harris Interactive for Les Ateliers de la terre, SNCF et Mobivia, 3
4. Audrey Berry YEEES - 04 June 2015 4
Key drivers of fuel poverty
Low income High fuel price
Poor energy performance Poor residential location
€
€ €
5. Audrey Berry YEEES - 04 June 2015
What matters when we talk
about mobility
• Allow for diverse mobility needs
• Detect restriction behavior
• Evaluate one’s capacity to adapt
5
7. Audrey Berry YEEES - 04 June 2015
Case study: France
• Based on data from the National Transport Survey
(Enquête Nationale Transports et Déplacements)
• Conducted by INSEE every 10-15 years, last available from 2008
• Interviewed a sample of 20 200 French households
• Offers a detailed description of travel behaviors (compared to BDF)
at the national level (compared to EMD)
• Focus on places to work and study
7
8. Audrey Berry YEEES - 04 June 2015
How to measure?
• Ratio indicator
• LIHC indicator
• Composite indicator
Transposition from domestic fuel poverty
Our proposition
8
9. Audrey Berry YEEES - 04 June 2015
How to measure?
• Ratio indicator
• LIHC indicator
• Composite indicator
9
10. Equation:
Ratio indicator
Threshold:
2x median
Fuel spending
Income
Identify:
Disproportionate share of
income spent on fuel
Number of
households
% of
population
RATIO 2.6 millions 10,5 %
RATIO/IP 0.5 million 2.0 %
Audrey Berry YEEES - 04 June 2015 10
11. Audrey Berry YEEES - 04 June 2015
How to measure?
• Ratio indicator
• LIHC indicator
• Composite indicator
11
12. Equation:
LIHC indicator
Fuel spending
Number of active
individuals
Income - Fuel spending
Number of
consumption units
Identify:
High fuel
spending
Low residual
income
Threshold:
Median 60% median
Number of
households
% of
population
LIHC 840 000 3,3%
Audrey Berry YEEES - 04 June 2015 12
13. What are the differences
between the two approaches?
14. RATIO/IP vs LIHC
1
2
3
Differences:
1/ LIHC includes middle-class
households, whose standard of living is
lowered because of their fuel expenses.
2/ LIHC includes poor households,
whose individual motorized mobility is
higher than half the population.
3/ RATIO includes households with
high fuel ratio, whose financial
capacity is particularly low.
14Audrey Berry YEEES - 04 June 2015 14
15. Audrey Berry YEEES - 04 June 2015
But…
• It brings a normative approach to mobility though
mobility needs are diverse: how to interpret?
• Restriction and capacity to adapt are not
evaluated: don’t we miss essential features?
15
16. It calls for a new indicator to measure
the different dimensions of fuel poverty.
17. Audrey Berry YEEES - 04 June 2015
How to measure?
• Ratio indicator
• LIHC indicator
• Composite indicator
17
18. Audrey Berry YEEES - 04 June 2015
The composite indicator is a three-
dimensions indicator…
18
Dimensions Factors
Financial resources Low income
Fuel consumption
High spending
Restriction
Conditions of mobility
Poor spatial matching
No alternative
Low vehicle performance or No vehicle
19. Audrey Berry YEEES - 04 June 2015
…identifying three levels of exposition
to rising fuel prices.
19
Fuel
poor
Vulnerable
in mobility
Car
dependent
20. Audrey Berry YEEES - 04 June 2015
How?
20
Combinations of factors (gather at least)
Financial
resources
Fuel consumption Conditions of mobility
Low income
High
spending
Restriction
Poor spatial
matching
No
alternative
Low vehicle
performance
or No vehicle
x x
Fuel poor
Level of
exposition
x x
x x x
Vulnerable in
mobility
x x x
x x x
x x x Car-dependent
21. Measure:
Financial resource
Energy consumption
Conditions of mobility
Composite indicator
Threshold:
Per factor / Across factors
Identify:
Disadvantageous
combinations of factors
Number of
households
% of population
1.8 millions 7,1 %
2.1 millions 8,2 %
1.0 million 3,7 %
Audrey Berry YEEES - 04 June 2015 21
22. Audrey Berry YEEES - 04 June 2015
Summary of results
22
Factor
Threshold
(Exposed if)
Number of
households
exposed
Share among
households with
required mobility /
active households
Share among
French households
Financial resources Low income <1580 €/UC/month 9 260 000 57,7 % 36,9 %
Fuel consumption
High spending >64 €/active/month 2 450 000 15,3 % 9,8 %
Restriction 1 1 300 000 8,1 % 5,2 %
Conditions of mobility
Poor spatial matching >382 km/active/month 8 030 000 50,1 % 32,0 %
No alternative 1 7 190 000 44,8 % 28,7 %
Low vehicle performance
or No vehicle
>10c€/km or 1 2 560 000 15,9 % 10,2 %
Composite indicator
Fuel poor 1 770 000 11,0 % 7,1 %
Vulnerable in mobility 3 180 000 19,8 % 12,7 %
Car-dependent 1 870 000 11,7 % 7,5 %
LIHC indicator Fuel poor 840 000 5,2 % 3,3 %
Ratio indicator
Fuel poor 2 620 000 16,3 % 10,5 %
Fuel poor (restricted to income poor) 510 000 3,2 % 2,0 %
23. Audrey Berry YEEES - 04 June 2015
Conclusion
23
•Ratio and LIHC are not satisfactory in the transport sector.
•A good fuel poverty indicator should account for:
- diverse mobility needs - restriction behaviours - variable capacity to adapt
•A composite indicator can reflect the conditions of mobility and reveal
one’s exposition to rising fuel prices.
Thank you !
berry@centre-cired.fr