Integrated Urban Mobility Systems as a Crediting Mechanism
Description
| Overview | |
|---|---|
| Sector | Transport |
| Focus area |
(no data)
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| Type of action | Strategy/Policy |
| Scope | National |
| Stage | Under development |
| Submitted to UNFCCC registry | No |
| Start of initiative |
(no data)
|
| Financing and support details | |
|---|---|
| Financing status | Seeking financing |
| Total cost | EUR 139.33 mln |
| Financing requested | EUR 139 mln |
| Financing received to-date |
(no data)
|
| Principal source of financing |
(no data)
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| Principal type of financing |
(no data)
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| Capacity building required | Unknown |
| Technology transfer required | Unknown |
| Additional information | |
|---|---|
| Proponent(s) | Ministry of Transport, Colombia |
| International funder(s) |
(no data)
|
| Organization providing technical support | GIZ |
| Contact | Not available |
Transit-Oriented Development in Colombia
Activities: (2015 - 2017)
Detailed activities are not available yet
Impact and MRV
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| Cumulative GHG reductions: No data available |
|---|
Ex-ante estimations: Since the actual measures as well as most of the participating cities are not known yet, the mitigation impact cannot be determined at this stage. The following explanations will describe an order of magnitude of the potential mitigation impact of NAMA SUTRI. The main urban transport measures as listed in Annex 1 of RAN-GRK indicate an emission reduction potential of approximately 4.7 MtCO2-eq until 2020, with further reductions possible by implementing internationally supported measures. test Road transport baseline emissions are estimated to be 77 Mt per year for urban areas in 2020. This translates into approximately 0.6 t CO2-eq per capita and year for urban dwellers, average across Indonesia. Generally speaking an overall emission reduction potential of over 25% for urban transport appears to be possible for a comprehensive package of policies, as suggested by literature (TRL et al., 2010 ). Assuming 10 cities will participate in the NAMA, 3 metropolitan, 4 large and 3 medium sized, with estimated baseline emissions of 5.9 MtCO2-eq per year in 2020, this would lead to 0.6-1.2 Mt/yr emission reduction in 2020, based on a conservative scenario of 10% reduction and an optimistic scenario of 20%. Based on these assumptions the emission reduction may range between 3 and 6 MtCO2-eq until 2025.
In addition to these direct emission reduction impacts, this NAMA Support Project will have indirect, long-term impacts. The successful application of the sustainable transport practices in the target cities will create learning and stimulate and speed-up replication in other cities in Indonesia. In this way, the NAMA could have a transformational impact on the urban transport sector. The indirect emission reduction potential is by far larger compared to expected direct emissions reductions."Ex-ante estimations: Since the actual measures as well as most of the participating cities are not known yet, the mitigation impact cannot be determined at this stage. The following explanations will describe an order of magnitude of the potential mitigation impact of NAMA SUTRI. The main urban transport measures as listed in Annex 1 of RAN-GRK indicate an emission reduction potential of approximately 4.7 MtCO2-eq until 2020, with further reductions possible by implementing internationally supported measures. test Road transport baseline emissions are estimated to be 77 Mt per year for urban areas in 2020. This translates into approximately 0.6 t CO2-eq per capita and year for urban dwellers, average across Indonesia. Generally speaking an overall emission reduction potential of over 25% for urban transport appears to be possible for a comprehensive package of policies, as suggested by literature (TRL et al., 2010 ). Assuming 10 cities will participate in the NAMA, 3 metropolitan, 4 large and 3 medium sized, with estimated baseline emissions of 5.9 MtCO2-eq per year in 2020, this would lead to 0.6-1.2 Mt/yr emission reduction in 2020, based on a conservative scenario of 10% reduction and an optimistic scenario of 20%. Based on these assumptions the emission reduction may range between 3 and 6 MtCO2-eq until 2025.
In addition to these direct emission reduction impacts, this NAMA Support Project will have indirect, long-term impacts. The successful application of the sustainable transport practices in the target cities will create learning and stimulate and speed-up replication in other cities in Indonesia. In this way, the NAMA could have a transformational impact on the urban transport sector. The indirect emission reduction potential is by far larger compared to expected direct emissions reductions." cannot be used as a page name in this wiki.
Co-benefits:
| Social: |
The improvement of urban transport conditions leads to several co-benefits for the local population and environment: e.g. reduced congestion, improved air quality, liveability, and improved competitiveness.
The specific co-benefits for each city will be elaborated once the policies have been decided. |
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| Economic: | Information has not been provided |
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| Environmental: | Information has not been provided |
MRV Framework:
The MRV concept will build up on an existing monitoring system for transport in cities which focusses on public transport and non-motorised transport. This monitoring framework will be the basis for the MRV framework of NAMA SUTRI. In addition to the existing indicators, the MRV framework of NAMA SUTRI will also cover indicators on the overall transport situation, travel behaviour and co-benefits of the local population. This is relevant for local decision makers and helps to evaluate the impact of certain measures. A monitoring framework for RAN GRK is currently under development. Since the GHG mitigation related activities are all coordinated by the same department in the Ministry of Transport it will be ensured that both concepts are in line.
