Passenger Modal Shift from Road to Rail – The Gautrain Case

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South Africa

Description

Overview
Sector	Transport
Focus area	(no data)
Type of action	Project
Scope	Sub-national
Stage	Under development
Submitted to UNFCCC registry	No
Start of initiative	2010

Financing and support details
Financing status	Seeking financing
Total cost	(no data)
Financing requested	(no data)
Financing received to-date	(no data)
Principal source of financing	Not known
Principal type of financing	Not known
Capacity building required	Yes
Technology transfer required	Unknown

Additional information
Proponent(s)	National Department of Transport, National Department of Environmental Affairs, Gautrain Management Agency
International funder(s)	(no data)
Organization providing technical support	GIZ
Contact	(no data)

Objective:

The NAMA covers the modal shift of private passenger vehicles to the Gautrain electric rail directly, or through the feeder bus system.

Activities:
The Gautrain project forms part of an integrative approach to national transport transformation that promotes economic and social development. The modal shift brought on by the Gautrain electric rail carries GHG mitigation benefits through the provision of a more efficient centrally managed mass transit system. As a NAMA, the Gautrain’s modal shift of passenger road to rail may also guide similar efforts in the context of GHG mitigation, and in general promote the sustainability of larger public transit modal shift initiatives.

The spatial extents of many of the benefits are restricted to the Gautrain service corridor, which is itself an area of economic stimulus within the Gauteng Provincial Government. The NAMA is expected to be on-going, especially in light of Gautrain expansion and integration into national mass transit networks.

Impact and MRV

Cumulative GHG reductions: No data available

Mitigative capacity:

GHG mitigations are expected to arise from the shift from private passenger vehicles to mass transit electric rail. CO2 emissions mitigated will be estimated through the yet to be established MRV system which is still in development.

Co-benefits:

Social:	Service quality Access Safety improvement
Economic:	Economic development Job creation Transport system Corridor and service throughput Cost efficiency
Environmental:	Air pollution emission reduction

MRV Framework:

Once the MRV approach design has been completed and accepted, the MRV is to be implemented and maintained by the Department of Transport, with supporting roles from members within the TRANSfer team, which should vitally include Gautrain Management Agency.

• National Department of Transport

1.Engage with data providers to establish sustainable data flow and institute requests for data. 2.Engage with GIZ TRANSfer and National Department of Environmental Affairs to agree on necessary indicators and methodologies for calculation. Indicators should be flexible enough to be indicative of a nationally successful mitigation action (e.g. the planned expansion and integration of Gautrain into public networks), such that the MRV may be applicable to a NAMA. 3.Engage with GIZ TRANSFER and National Department of Environmental Affairs to agree on reporting structure. 4.Populate report structure with output from 2) 5.Identify, together with National Department of Environmental Affairs, independent external experts for review process and implement first review. 6.Implement internal data quality checks that are developed during first review. 7.Implement through identified experts a review if warranted by National Communications to UNFCCC or if any methodologies and data streams change.

• National Department of Environmental Affairs

1.Support GIZ TRANSFER and National Department of Transport to develop indicators and methodology for calculation 2.Support GIZ TRANSFER and National Department of Transport to develop reporting structure 3.Support National Department of Transport in identifying external experts for review of MRV.

References

The costs of financing the design and implementation of the Gautrain have already been incurred. Remaining costs will relate to integration and expansion of the Gautrain and may be funded through national strategies and plans to develop the modal shift from passenger road to rail. Costs include the administration of the NAMA (including the MRV component), capacity bulding, awareness raising, preparation of the NAMA (developing the necessary submissions for the registry, and the design of the MRV). Additional costs may be incurred due to engagement across national governmental departments to align or orientate the Gautrain operational and expansion phase with national climate policy.