sudhir gota

In the realm of conducting transport economic and environmental assessments, the option of “doing nothing,” or “no project/investment,” is considered as the baseline of the projects. Potential benefits of the project are always compared to a “do nothing” option before a decision is taken. However, this “do nothing” concept is a myth – “do something” is a reality, and considering this concept in baseline assessments could be a game changer for transport projects. In absence of a particular project or an investment, a suitable alternative would be found and implemented by the authorities. Thus, baselines need to be redefined and ‘without project’ scenario should not be just considered as ‘no improvement’ but, should ideally be considered as to what would ‘most likely’ happen if this project is not executed. By making this change in baseline, fundamentals of transport investment can be strengthened and this can lead to paradigm shift in transport. Considering BRT projects, assessment of transport expansion in the baseline was estimated and found to be a game changer in the economic analysis.

Practical guide for transport policymakers and planners to achieve low-carbon land transport systems. lpg Based on wide ranging research, it shows how policies can be bundled successfully and worked into urban transport decision-making and planning strategies. lpg With case studies from developed and developing countries, it outlines measures for reducing emissions, tailoring these to specific circumstances. It also highlights how greenhouse gas savings are measured, as well as success factors for implementing policies and measures in complex decision-making processes. lpg For students of sustainable transport, professional planners and decision makers, Low-Carbon Land Transport is an invaluable reference for all those looking to help transport networks flow in a sustainable direction.

Practical guide for transport policymakers and planners to achieve low-carbon land transport systems. lpg Based on wide ranging research, it shows how policies can be bundled successfully and worked into urban transport decision-making and planning strategies. lpg With case studies from developed and developing countries, it outlines measures for reducing emissions, tailoring these to specific circumstances. It also highlights how greenhouse gas savings are measured, as well as success factors for implementing policies and measures in complex decision-making processes. lpg For students of sustainable transport, professional planners and decision makers, Low-Carbon Land Transport is an invaluable reference for all those looking to help transport networks flow in a sustainable direction.

Climate co-benefits are often not the primary drivers for choosing policies and investments in the transportation sector. However, the growing awareness of the costs of climate change, the importance of the sector in the global greenhouse gas emissions profile and the growing opportunities provided by the emerging climate instruments have opened up a more holistic paradigm in assessing transportation investments. With growing negative externalities from the transport sector, limited availability of funds and long-term impacts of transport investments, there is an urgent need to maximize benefits through the integration of multiple objectives including climate concerns in the assessment of policies and projects. It is often assumed that applying the co-benefits approach to the transport sector is difficult, needs a lot of resources and often is not straightforward. This chapter tries to break this myth. It establishes a case for quantifying co-benefits and presents a specific case study on the Chennai Metro Project. It shows how quantifying multiple co-benefits from transport projects could be simple yet effective in understanding the economic viability, and long-term impacts of the project. The adoption of the co-benefits approach in the assessment of transport investments aims to reveal a wider range of costs and benefits of the alternatives which are currently not captured in existing assessment approaches. In doing so, a clearer picture of the impacts of the different alternatives is generated and thus better investment decisions can be made.

Ernesto ABAYA Graduate Student Institute of Civil Engineering UP College of Engineering Diliman, Quezon City, Philippines 1101 Fax: +632-928-8305 E-mail: ernesto.abaya@up.edu.ph Bert FABIAN Transport Program Manager Clean Air Initiative for Asian Cities Center, 35th Flr., Robinsons-Equitable Tower, Ortigas Center, Pasig City Tel. No.: (+632) 395-2843 & 45 Fax No.: (+632) 395-2846 Email: bert.fabian@cai-asia.org

In low income countries (LICs) in Africa and Asia per capita transport greenhouse gas emissions are relatively low but are expected to grow. Therefore, a substantial reduction in projected increases is required to bring emissions in line with long-term global climate objectives. Literature on how LICs are integrating climate change mitigation and sustainable transport strategies is limited. Key drivers of transport policy include improving accessibility, congestion, air quality, energy security, with reducing greenhouse gas emissions being of lower priority. This paper assesses the current status, feasibility and potential of selected low-carbon transport measures with high sustainable development benefits that can be implemented in the short to medium term, so- called ‘quick wins’. It examines to what extent ten such quick wins are integrated in climate change strategies in nine low- and middle-income countries in Africa and South Asia. The research method comprises expert intervie...

... Reducing Carbon Emissions from Transport Projects Page 2. ABBREVIATIONS ADB – AsianDevelopment Bank APTA – American Public Transportation Association ASIF – activity–structure– intensity–fuel BMRC – Bangalore Metro Rail Corporation BRT – bus rapid transit CO2 ...

Proceedings of the 17th Annual Conference of the Transportation Science Society of the Philippines (2009) ... CO2 Emissions from the Land Transport Sector in the ... Herbert FABIAN Transport Program Manager CAI-Asia Center 3501 Robinsons-Equitable Bank Tower, ADB ...

The views expressed in this paper are the views of the author and do not necessarily reflect the views or policies of the Asian Development Bank (ADB), or its Board of Governors, or the governments they represent. ADB does not guarantee the accuracy of the data included in this paper ...

Conference proceedings will be published on the BAQ 2008 website and on a CD-ROM. Authors are required to submit their full papers (due on 3 November 2008) electronically, to the specifications in these instructions. This 'paper' is written in the required format to provide a model. ...

In the realm of conducting transport economic and environmental assessments, the option of “doing nothing,” or “no project/investment,” is considered as the baseline of the projects. Potential benefits of the project are always compared to a “do nothing” option before a decision is taken. However, this “do nothing” concept is a myth – “do something” is a reality, and considering this concept in baseline assessments could be a game changer for transport projects. In absence of a particular project or an investment, a suitable alternative would be found and implemented by the authorities. Thus, baselines need to be redefined and ‘without project’ scenario should not be just considered as ‘no improvement’ but, should ideally be considered as to what would ‘most likely’ happen if this project is not executed. By making this change in baseline, fundamentals of transport investment can be strengthened and this can lead to paradigm shift in transport. Considering BRT projects, assessment o...

Many global transport sector decarbonisation studies assert that it is difficult for the transport sector to decarbonise and to contribute its proportional share to the ambitious climate targets set by the Paris Agreement. We challenge this argument by establishing that deep decarbonisation is possible in the transport sector, through original research that is anchored in a global meta-analysis of long-term transport sector emission pathways from over 500 bottom-up modelling estimates from 81 countries, rather than relying on aggregated regional data and modelling efforts. First, we translate the aspirational 1.5-degree Celsius (1.5DS) target to an indicative 2050 transport sector emission target of 2 GtCO2, based on proportional downscaling of existing economy-wide 2DS studies to a transport-specific 1.5DS target. We then compare this with mitigation potential derived from the aggregation of bottom-up estimates for business-as-usual growth and low-carbon scenarios from individual country studies, which we aggregate at national and global levels. This analysis suggests that in the absence of additional action, transport sector emissions could outpace earlier projections and thus become a major roadblock to avoiding dangerous climate change. Yet, if countries collectively maximise efforts to implement comprehensive low-carbon measures, the sector could achieve reductions approaching a 1.5-degree scenario. Realising the full mitigation potential of transport will require balanced implementation of low-carbon mitigation policies that avoid (or reduce) the need for transport trips; promote a shift toward more efficient travel modes; and improve performance of vehicles and fuels. The chances that such a comprehensive approach is taken will increase if countries, cities and companies establish medium- to long-term commitments to transport decarbonisation and accelerate short-term implementation of market-ready low-carbon transport measures. Setting more ambitious low-carbon transport target with mid-term implementation milestones, and closely integrating these plans with sustainable development objectives, can help to spur mitigation action consistent with a 1.5DS target. To conclude, we discuss potential limitations of a transport sector-specific analysis of emission pathways, and we offer recommendations for further refining pathways for the transport sector to realise Paris Agreement targets.