transport and climate change policy in the asean region tali... · the asean – german technical...

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The ASEAN – German Technical Cooperation Programme “Cities, Environment and Transport”

Transport and Climate Change

Transport and Climate Change Policy in the ASEAN Region

EST Forum18/11/2015

Kathmandu, Nepal

Tali TriggTeam Leader

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ASEAN – German Technical CooperationTransport and Climate Change

About GIZ

• GIZ’s purpose is to promote international cooperation for sustainable development.

• GIZ is a 100% federally owned, public-benefit enterprise.• GIZ operates in more than 130 countries worldwide.• GIZ employs approximately 17,000 staff members

worldwide.• GIZ is active in a variety of sectors, including e.g.

education; health care; agriculture; infrastructure (water, energy, transport).

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About GIZCurrent Activities in the Transport and Mobility Sector

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Transport and Climate Change (TCC)

We develop an ASEAN regional policy to increase

energy efficiency and reduce greenhouse gas emissions in

the land transport sector.

We develop guidelines and templates for national

policies and action plans for member states.

We develop action plans and measures in five countries

and support their implementation according to

national plans in at least three ASEAN member

states.

We support the improvement of the measurement,

reporting and verification (MRV) system in five

countries.

What we do in the Project

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Motorisation

0.023 0.023 0.027 0.030 0.032 0.033 0.037 0.039 0.042

0.273 0.268 0.282

0.296 0.312

0.327 0.343

0.360 0.376

0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000

0.108 0.108 0.121 0.128 0.134 0.140

0.149 0.160

0.177

0.003 0.003 0.003 0.004 0.005 0.006 0.006 0.008 0.008 -

0.050

0.100

0.150

0.200

0.250

0.300

0.350

0.400

2004 2005 2006 2007 2008 2009 2010 2011 2012

Pass

enge

r ca

rs p

er c

apita

Year

Indonesia

Malaysia

Philippines

Thailand

Vietnam

Passenger cars per capita in TCC partner countries from 2004 to 2012

Source: ASEAN Statistics (2014)

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Motorisation

0.129 0.127 0.143

0.182 0.204

0.222

0.254

0.282

0.309

0.276 0.271 0.283

0.296 0.311

0.322 0.334

0.347 0.362

0.026 0.025 0.028 0.030 0.033 0.035 0.037 0.041 0.043

0.224 0.222 0.240 0.244 0.249 0.252 0.261

0.273 0.287

0.198 0.195

0.221

0.254

0.297

0.328

0.358

0.384

0.416

-

0.050

0.100

0.150

0.200

0.250

0.300

0.350

0.400

0.450

2004 2005 2006 2007 2008 2009 2010 2011 2012

Mot

orbi

kes

per c

apita

Year

Indonesia

Malaysia

Philippines

Thailand

Vietnam

Motorbikes per capita in TCC partner countries from 2004 to 2012

Source: ASEAN Statistics (2014)

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World’s mobility habits are diverseMost regions and countries increasingly relying on energy intensive

transportation modes -> Avoid/Shift/Improve strategy needed

Source: IEA 2012, Energy Technology Perspectives 2012

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Main challenges and opportunitiesIn EE&CC in the land transport sector in ASEAN

• Regional differences: development (factor of 50), environmental considerations, political diversity

• Process of integration (ASEAN Economic Community) with transport/connectivity as key topic

• Increasing awareness of environmental issues• No energy-efficiency standards in the land transport

sector• Wide-spread use of two-wheelers

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Motorisation in ASEAN• Large spread in PC vs 2W ownership per capita• Vehicle taxes/subsidies and fuel pricing policies• Transport policy geared towards increasing motorisation

instead of sustainable mobility (derived demand)• Budget constraints, limited capacity, and lack of data

make things hard e.g. for proper MRV systems• However, Vietnam includes objectives such as

“controlling growth of individual means of transport” in certain strategies (carrots and sticks towards desired outcomes)

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Fuel efficiency policies and measures• Fuel economy standards considered in four out of five

TCC countries (not Malaysia)• In Vietnam they are also considered for motorcycles

• Car labelling is almost in place in Vietnam and Thailand, though still missing average comparative value

• CO2-based taxation is coming online in Thailand, but there are exemptions for pick-up trucks, which skew the overall effect

• No policies in place nor considered for low-rolling resistance tyres

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Unlocking the Potential of e-bikes in ASEAN• Large potential in all countries, but little policy support

• E2Ws emit between 1/3 and 4/5 less CO2 per km compared to petrol-powered 2W

• Scattered few in Vietnam and Malaysia, otherwise China and Netherlands

• Consumers regard high purchase prices, low range of E2W, and long charging times compared to conventional 2Ws as disadvantages

• Public demonstration projects could promote the advantages of E2Ws

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Institutional challenges• Avoid/Shift policies often with Ministry of Transport, ‘Improve’

with Ministry of Energy

• Exception: Vietnam

• Important roles for Ministries of Trade, Industry, Finance, Environment

• Conflicting policy objectives (industry versus transport/environment) complicate decisionmaking

• Ministries of Transport do not always possess a mandate for policy design, but sometimes function as an implementing and licensing body.

• Scattered responsibilities and insufficient inter-ministerial coordination

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Overview of responsibilities for transport policymaking in Thailand

Source: GIZ Thailand Stocktaking Report on Sustainable Transport and Climate Change (2014)

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INDCs in ASEAN

Source: TCC (2015)

• In developing sectoral contributions, some countries mostly relied on consultants, while in others the Ministry of Transport was in the lead, supported by consultants and different institutions, and in some cases our project;

• Transport-related mitigation options included in the INDCs appear to be based on existing plans and strategies for most countries. Selection of these involved one or more rounds of discussions with stakeholders. There is no evidence that marginal abatement cost curves played a major role, but at least one country was using it;

• There are significant challenges in estimating business-as-usual emissions, emission reduction potentials of mitigation options, and in some countries, historical emissions. Analyses are done using various kinds of energy-emissions focused models, such as LEAP.

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Conclusions 1(2)We can change the status quo and cut transport emissions via a combination of: Strong efficiency improvements in fuel economy Rapid uptake of advanced technology vehicles (e.g.

electric two-wheelers), but avoid silver bullet bias Increasing the efficiency of freight to decrease costs

and emissions (road freight makes up 9% of the fleet but emits 54% of road transport CO2 emissions in Asia)

Integrated land-use planning (TOD & NMT) and shifting to more efficient modes of transportation (buses and rail)

THE Question: which solution and by when?

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Conclusions 2(2)

Nothing ever changes… Until it does. International conferences such as this provide

policymakers opportunities to learn/exchange and may impact national policies in multiple countries

Similarly, for INDCs, even if no transport sector details were included in the final INDC, there were extensive discussions as to what the sectoral contribution to the INDC could be -> How can we take this forward?

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Thank you!

For more, please visit our booth outside, and:

www.TransportandClimateChange.org

[email protected]

http://www.transportandclimatechange.org/

mailto:[email protected]

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Time permitting…

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Road space and human

beings…

Source: Claes Tingvall, SRA

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