Integration of road transportation with Nationally Appropriate Mitigation Actions (NAMAs): Case of India 1

Deepa, Gupta *, Ruchi, Rami, Patil **

* Deepa Gupta is a Freelancing Consultant in the field of Environmental Planning. She is an Environmental Engineer and Planner. She has 2 years of experience in the consultancy field and she has worked on projects related to EIA, district planning and environmental awareness. Address: H.No. 1179, Sector 15, Part II, Gurgaon, Haryana- 122001, India. ** Ruchi Rami Patil is an Assistant Professor at Jawaharlal Nehru Engineering College, Aurangabad, Maharashtra. She is an Environmental Engineer and Planner. She has 9 years of experience in research and consultancy projects related to urban planning, environmental planning and socio-economic development. Address: BH 1/4, Thakre Nagar, N-2 CIDCO, Aurangabad, Maharashtra- 431003, India.

ABSTRACT:

India is the fourth-largest emitter of greenhouse gases (GHGs) in the world (2011). Energy sector contributes 58% of the net CO2 eq. emissions (2007), of this 87% is emitted from electricity generation while 13% is contributed by the transport sector. Road transport is the major emitter of GHGs. In India, current transport practices have placed private motorised vehicles ahead of people. This has resulted into an alarming increase in air pollution, congestion and road accidents.

A policy or program based approach is the need of the hour to reduce growth of private motorised vehicles. NAMAs can provide such approach, depending on developmental mandates of the country, wherein support is provided in the form of finance, knowledge and capacity building from the developed countries. Under Clean Development Mechanism (CDM), transport projects were highly neglected due to complexity and time duration. On the other hand, NAMAs are simple with respect to Monitoring, Reporting and Verification (MRV) and provides multiple co-benefits ultimately leading to Sustainable Development Goals (SDGs). Various policies/programs/projects such as Transit-oriented development, BRTS and MRTS are launched in different Indian states. These projects can be converted into NAMAs. Hence, this study explores the possibilities of NAMAs integration with the transport sector.

Keywords: NAMAs; Transport; Co-benefits

1. INTRODUCTION: CLIMATE CHANGE & NAMA

Climate Change: Issues & Concerns World’s climate is changing at a distressing rate and millions of people are becoming vulnerable to it.Since the industrial revolution greenhouse gases (GHGs) such as carbon-di-oxide (CO2) and methane (CH4) have accrued in the atmosphere leading to increase in earth’s temperature. Major factors contributing to the greenhouse gas emission include; industrial processes, transportation, deforestation, uncontrolled waste dumping and burning. These anthropogenic activities have led to serious climate change impacts. The global atmospheric concentration of CO2has increased from a pre-industrial value of 280 ppm to 379 ppm in 2005. During 20 th century, Earth’s mean global temperature rose by almost 0.74oC, and is expected to increase further by the end of the 21st century.2 The 1-in-20 year extreme daily maximum temperature (i.e., a value that was exceeded on average only once during the period 1981-2000) will likely to increase by about 1oC to 3oC by mid-21st century and by about 2oC to 5oC by late-21st century, depending on the region and emissions

1Research Paper has been presented at Regional Forum on Climate Change (RFCC), AIT, Bangkok, Thailand, 1-3 July, 20152IPCC (2007a)

1

scenario.3 Also, the mean global sea level is expected to rise by 2100, although the exact extent is still a topic of heated debate, with estimates ranging from 18 cm to 140 cm.4

The climate change impacts most likely to affect humans either directly or indirectly. It has an impact on various sectors and natural resources such as industry, agriculture, water availability and quality, and eco-systems like coastal zones. This results in to effect on frequency and magnitude of natural disasters. Minor temperature change will affect water availability and crop productivity. Increase in sea level will cause loss of land leading to spread of diseases. Diarrhoea, dehydration or cardiac problems can be caused due to extreme weather events such as floods and heat waves. These physical effects of climate change have led to increase in economic losses. Estimates of annual losses is ranged from a few billion (since 1980s) to above 200 billion USD (in 2010 dollars), with the highest value for 2005 (the year of Hurricane Katrina).5

Climate Change in International ArenaThe global community recognized climate change as a serious problem and came together for consensus building. In 1992, countries joined an international treaty, the United Nations Framework Convention on Climate Change (UNFCCC), as an international legal instrument to address climate change. There are now 195 Parties to the Convention.Eventually in 1995, Kyoto protocol was adopted when it was realized that the emission reduction provisions in the Convention were inadequate.6Kyoto protocol is the stepping stone towards global emission reduction regime to stabilize GHG emissions. It has created the foundation for future international agreement on climate change. Its first commitment period was during the year of 2008-2012.UNFCCC adopted the principle of “Common but Differentiated Responsibilities”; in which the parties to Kyoto Protocol have agreed that:

1. Largest contribution in historical and current global GHG emissions is from developed countries.

2. Emissions from developing countries are still relatively low on per capita basis.3. The share of global GHG emissions in developing countries will continue to grow to meet

overriding social and development priorities.The protocol called for the legal bindings on industrialized nations to reduce their GHG emissions by about 5% below 1990 levels during first commitment period. There are now 192 Parties to the Kyoto Protocol. Post Kyoto protocol (second commitment period – 2013-2020) international negotiations of the UNFCCC are focusing on the future climate regime. One of the approach and funding mechanism being discussed is the Nationally Appropriate Mitigation Actions (NAMAs).

NAMAsThe term NAMA was first introduced in the Bali Action Plan of 2007 (UNFCCC, 2008; paragraph 1 b ii), where all countries that are a Party to the UNFCCC agreed to negotiate on “Nationally appropriate mitigation actions by developing country parties in the context of sustainable development, supported and enabled by technology, financing and capacity-building, in a measurable, reportable and verifiable manner”. NAMAs are considered as the next stepping stone in the process of reducing

3SREX, IPCC (2011)4 IPCC (2007a)5SREX, IPCC (2011)6UNFCCC

2

GHGs. Slowly but steadily most countries are convinced with the concept of NAMAs and have started taking actions to combat climate change.Under Clean Development Mechanism (CDM) transport sector was highly neglected due to complex and time-consuming process. Transport projects make up only 0.3% of all CDM projects.7 On the other hand, development of NAMAs in the transport sector has shown a dramatic improvement and more active support compared to CDMs and this is because it involves developing policies, there is opportunity for international financial and technical support and, as the actions are nationally appropriate, they are aligned with national priorities and led by the government. Furthermore, the potential availability of larger financial support available in the coming years makes NAMAs excellent facilitative tools to develop win-win strategies in transforming the transport sector.8

The success of NAMAs depends upon the programmatic or multi-sectoral approach. They enable bottom-up as well as top-down approach towards developing programs/policies and have been categorized based on funding:

a. Unilateral NAMAs: Supported by their own. b. Supported NAMAs: Supported by direct climate finance from Annex I countries. c. Credited NAMAs: Generate credits to be sold on the carbon market.

Figure 1 indicates different stages of NAMA development.

Figure 1: Different stages of NAMA development

Figure 2 represents NAMAs (which are at different stages of development) that have been submitted by various developing countries to UNFCCC Secretariat. A large number of NAMAs are submitted in the energy sector, followed by submissions in the transport sector. This could be mainly due to the fact that either these sectors are priority development areas for most of the developing countries and/or climate mitigation technologies and programs might lead to larger co-benefits in these sectors.

Figure 2: NAMA submissions in various sectors showing different stages of their development (2013)

Source: Emergent Ventures India Pvt. Ltd. (2014)

7Allen et al. (2014)8 Tyler, Ramirez (2012)

3

Feasibility StudyNAMA Concept developmentNAMA ProposalImplementation

NAMA Table 1 below indicates NAMAs selected for funding by NAMA Facility till date. Nine NAMA projects have been selected for funding, out of which three are from transport sector namely, Transit-oriented Development (TOD) NAMA in Colombia, Sustainable Urban Transport Initiative (SUTRI) NAMA in Indonesia and TRANSPeru- Peru’s Sustainable Urban Transport (SUT) NAMA. Internationally, developing countries are adopting transformational actions in transportation to combat climate change.

Table 1: NAMAs selected for funding by NAMA Facility S.No.

Country NAMA Support Project Status

 1. Mexico Sustainable Housing NAMA Implementation 2. Costa Rica Low Carbon Coffee NAMA Implementation 3. Indonesia Sustainable Urban Transport Initiative (SUTRI) NAMA Implementation 4. Chile Self-Supply Renewable Energy (SSRE) NAMA Appraisal 5. Colombia Transit-oriented Development (TOD) NAMA Appraisal 6. Peru TRANSPeru- Peru’s Sustainable Urban Transport (SUT)

NAMAAppraisal

 7. Tajikistan Forestry NAMA Support Project Appraisal 8. Thailand Refrigeration and Air Conditioning NAMA (RAC NAMA) Appraisal 9. Burkina Faso Biomass Energy NAMA Support Project AppraisalSource: NAMA Facility (2015)

Benefits of integrating transport with NAMATransport sector cannot be excluded from the efforts to mitigate GHG emissions and reverse current unsustainable path to sustainable. Cost is associated with emission reduction from transport sector based on measures taken. But mitigation in the transport sector is linked to various social, economic and environmental benefits also. Hence, it would be unwise to calculate the cost of GHG mitigation in transport sector only based on cost per avoided tonne of CO2.By designing a city specific coherent transport system and tapping resources from NAMA, various co-benefits can be achieved related to environment, social and economic ultimately leading to sustainable development (Figure 3 and Figure 4). Some of the co-benefits are; noise reduction, improvement in air quality, emission reduction and improved mobility.

Avoid-Shift-Improve (ASI) Approach Transport emissions can substantively be reduced not only by technological improvements but also by incorporating various policies, behavioural change and choice of architecture. One such approach is

4

Figure 3: Integrating coherent transport system with NAMA

Co-Benefits leading to Sustainable DevelopmentEnvironmental:Noise reductionIncrease in green spaceImprovement in air qualitySocial:Improvement in wellbeing and lifestyleJob generationSocial inclusionHealthImproved access to schools, markets, job location and green spacesEconomic:GrowthIncreased productivityCompetitive land costsWealthNAMAEmissions reductionImproved air qualityImproved energy efficiencyImproved resource scarcity managementCoherent Transport SystemImproved mobilityTravel time savingComfortReliabilityAccessibilityCongestion reductionAccident reductionTransport NAMAAvoid (Number and length of journeys)Shift (Public transport) Improve (Infrastructure, Vehicle & engine technologies, Low-carbon fuels)the Avoid-Shift-Improve approach. GHG emissions can be reduced to a greater scale if journeys or trips are avoided; modal shift is practiced from behavioural-change and through improved vehicle and engine technologies, low-carbon fuels, improved infrastructure and other changes to the built environment (Figure 5).

Figure 4: Co-benefits linked with integrating coherent transport system with NAMAs

Table 2 highlights the linkage between three components of ASI approach and different types of associated co-benefits. It indicates that the Improve component have a high CO2 reduction potential and other technological options (energy savings and air pollution reduction) but compared to Avoid and Shift component their developmental impacts (safety improvements, access/mobility improvements and congestion reduction) are more limited.

One of the examples for Avoid approach is Transit-oriented Development (TOD). It is an energy efficient, high quality-of-life urban form that combines walkable public spaces, mixed use buildings and public transit in compact neighbourhoods within a city

5

Figure 5: Avoid-Shift-Improve Approach

TOD NAMAEnvironment HousingLand useTransportmatrix.9 Various areas in the central part of city are un-inhibited. Also, urban sprawling has increased motorization from origins to destinations. TOD will help overcome such scenario with reduction in motorization and transit modes easier to use.

For TOD NAMA to be successful various ministries and policies related to transport, land use and housing should be well integrated (Figure 6).

Table 2: Linkage co-benefits and components of Avoid-Shift-Improve approachTechnological options Developmental impacts

Energy savings

CO2 reduction

Air pollution reduction

Safety improvements

Access/Mobility improvements

Congestion reduction

Avoid Moderate to high

Moderate to high

Moderate to high

High High High

Shift Moderate to high

Moderate to high

Moderate to high

High High High

Improve High High High Moderate to high

Low Low

Source: Land transport’s contribution to a 2°C target, BtG, SLoCaT

Figure 6: TOD NAMA – Integration of various ministries

TOD NAMA will reduce private vehicle GHG emissions by creating compact urban environments that provide alternatives to automobile travel. By increasing walkability and share of transit trips and driving shorter average trip lengths, motorized trips will be reduced leading to reduction in total vehicle kilometres travelled (VKT). Reduced VKT will lower GHG emission. The NAMA will create a project pipeline and a policy framework to engender broad replication by mobilizing additional private, national and international funds.10

9http://www4.unfccc.int/sites/nama/_layouts/un/fccc/nama/NamaSeekingSupportForImplementation.aspx?ID=67&viewOnly=110Winkelman and Kooshian (2013)

6

2. CASE STUDIES

Three case studies have been discussed in this study (Table 3) in order to understand NAMA implementation. They have been selected based on two reasons:

1. Approach adopted by the host country to design transport NAMA project based on Avoid, Shift, Improve, and/or combination of any two and/or all the three components of ASI together.

2. Transport NAMA projects have been selected for funding by NAMA Facility and are in the process of implementation.

Table 3: Case studiesS.No. Title of Transport NAMA Country Based on Approach1. Transit-oriented Development (TOD) Colombia Avoid2. Sustainable Urban Transport Initiative (SUTRI) Indonesia Shift and Improve3. TRANSPeru- Peru’s Sustainable Transport (SUT) Peru Avoid, Shift and Improve

The location of countries where these case studies are being implemented are shown in Figure 7.

Figure 7: Location of countries – case studies

Source: www.eel.my100megs.com

Case Study 1: Transit-oriented Development (TOD) NAMA, Colombia

National Context and Rationale: Colombia is the third most populous country in Latin America, after Brazil and Mexico with a population of 41,468,384 in year 2005.According to the 2005 census, the population growth rate during 2001–5 was 1.6 percent.11Transport sector is the fastest-growing sector in terms of greenhouse gas emissions in Colombia. Colombia’s GHG emissions in 2010 were estimated at 154 MMT CO2e12. On-road transportation makes up about 12% of the total emissions.

11Library of Congress – Federal Research Division, 200712 UNFCCC, NAMA seeking support for implementation http://www4.unfccc.int/sites/nama/_layouts/un/fccc/nama/NamaSeekingSupportForImplementation.aspx?ID=67

7

This percentage is expected to grow due to rising income which contributes to an increasing motorization in Colombia. The on-road CO2 emissions will triple by 2040.13

Goal of Transport NAMA: Transformation of Colombia’s standard urban development model to an articulated Transit Oriented Development model that maximizes GHG reductions and sustainable development co-benefits of existing and future public transit investment.

Outcomes: Increase in public and private investment in TOD neighborhoods throughout Colombia that reduce growth in private motorized vehicles by providing key urban design characteristics such as walkable, bikeable, mixed use, transit access, compact, diverse income levels.

Framework: The project is based on Colombian Low Carbon Development Strategy (CLCDS). It is Colombian National Government’s development program to implement plans, projects, measures and policies that contribute to GHG mitigation and strengthen economic and social development.

Project duration: 2014-2016

Project volume: Euro 14.9 million

Current Status: Appraisal

NAMA Design: TODNAMA takes a structured approach by addressing each level of the process. It starts with a national policy integration aspect, moves on to locally identified technical assistance in planning, market research, architectural design and PPP development, and then offers financial mechanisms for public and private funding of TOD related construction. The delivery organizations CIUDAT and CCAP will assess potential TOD investments considering factors such as: scale, local land use zoning frameworks, private sector engagement and coordination with national investments in transit and social housing. They will also serve a policy advisory role to integrate national policies to promote TOD and advance national policy goals on urban transportation, housing, environment, economic development and social equity.

Stakeholders:

Table 5: Stakeholders involved in TOD NAMA, Colombia

S.No.

Stakeholders

1. Partner ministries: Ministry of Environment and Sustainable Development Ministry of Transport Ministry of Housing National Department of Planning

2. Delivery organisations CIUDAT (Centro para IntervencionesUrbanas de DesarrolloAvanzadohacia el

Transporte) a specialized facility, hosted by FINDETER (Colombian Development Bank)

Center for Clean Air Policy (CCAP)3. Community engagement for planning of corridor, activity center and station area.

Proposed development in different Colombian Cities:

13University of Los Andes

8

Table 6: Proposed development in different Colombian CitiesS.No.

Location Proposed development

1. Cali Redesigning the roundabout and BRT station area in the Green Corridor to put cars underground and create stellar pedestrian places

2. Medellin Private sector plan for future Entre Orillas Metro station area3. Bogota San Bernardo future Metro and BRT station development4. Barranquilla Mixed-use in Parque de la Paz neighbourhood5. Manizales San Jose Macroproyecto low-income housing project

Impacts of the project: The impacts associated with the project include: It will reduce driving growth by 25-36% through changes in land use and travel patterns. It will reduce annual GHG emissions by 3.6 to 5.5 MMTCO2eq. by 2040. It will improve health due to reduced air pollution. Save travellers time and money. It will reduce traffic deaths. Governments and taxpayers will save money through reduced infrastructure costs and

increased revenues per unit area. Individuals will enjoy better neighbourhoods, lower costs of transportation and green

environment. Employers will see new markets and employees within easy access. Private developers will find new investment opportunities. City of Barranquilla could save $1 billion in infrastructure expenditures by shifting future

development to TOD neighbourhoods, while also decreasing vulnerability to flooding.14

TOD could generate annual revenue of $500 million from land value capture mechanisms.  The NAMA will leverage an expected $8 billion in future investments for public transport and social housing and many billions more in private development.15

Case Study 2: Sustainable Urban Transport Initiative (SUTRI) NAMA, Indonesia

National Context and Rationale: Indonesia is the fourth most populous nation in the world with 219 million people in year 2005. Growth rate slowed down from 1.49% (1990–2000) to 1.34% (2001–2005). Country is estimated to have emitted 1.415 Giga tonnes of CO2 eq. in the year 2000.16On-road transportation makes up about90.7% of the total emissions.17

Goal of Transport NAMA: To advance sustainable transport in Indonesian cities by providing financial and technical support, capacity building as well as recognition for urban transport policies.

Project duration: 2014-2018

Project volume: Euro 14 million

Current Status: Implementation

14Findeter15Bogotá 2116Indonesia Second National Communication to Climate Change, 201017ICCSR, 2010

9

NAMA Design: SUTRI NAMA is a national framework program which will be set up to systematically support cities in the planning, implementation and monitoring of Sustainable Urban Transport policies and projects. The pilot phase will start with the implementation of low‐carbon mobility plans in three cities (Medan, Menado, Batam) as well as supporting activities on national level that aim at up-scaling the policies of the pilot phase to more Indonesian cities. The NAMA covers the following activities: At national level

o Development of a policy framework for sustainable, low‐carbon urban transport.o Comprising a regulatory framework.o Co‐financing of local measures.o Capacity building, practical guidelines for local planning.o Overall MRV of the actions.

At the local or provincial levelo Development, implementation and MRV of Comprehensive Urban Low‐carbon Mobility

Plans.o The sustainable transport policies covers measures for each city, including high quality

public transport, non‐motorised transport, parking management, traffic management, spatial planning, alternative fuels and vehicle efficiency.

A Steering Committee is formed which is responsible to optimize coordination. Technical assistance to local governments is provided through a Technical Support Unit (TSU) which includes assistance for reviewing Transport Master Plans and approaching investment programs, national grants and the private sector for co-financing. In addition, the project will provide investment for the implementation of physical and regulatory measures for Transport Demand Management (TDM) in selected cities through a dedicated Sustainable Urban Transport Fund (SUTF). TDM measures aim to reduce the significant growth of private vehicle kilometres.

Stakeholders:

Table 7: Stakeholders involved in SUTRI NAMA, Indonesia

S.No.

Stakeholders

1. Steering Committee Ministry of Transportation (MoT) National Development Planning Ministry (BAPPENAS) Ministry of Public Works (MoPW) Ministry of Finance (MoF) GIZ

2. Technical Support Unit (TSU) MoT BAPPENAS GIZ

3. Sustainable Urban Transport Fund (SUTF) ICCTF staff

10

MoT staff GIZ staff

Relevant National Policies: National Development Plan, National Transport Master Plan (Land, Railways, Maritime, Aviation), RAN‐GRK (National Mitigation Actions), RAD‐GRK (Local Government Mitigation Actions).

Proposed development in different Indonesian Cities:

Table 8:Proposed development in different Indonesian CitiesS.No. Location Proposed development1. Bogor Pedestrian Programme to improve connectivity and access between railway station,

bus and minibus‐stops, the central business district. Sidewalks and bicycle lanes Pedestrian traffic lights Pedestrian shelters Bicycle parking facilities

2. Solo ‘Park & ride’ and off‐street parking facilities to strengthen the bus system Reallocation of road space from on‐street parking into dedicated bus lanes The ‘park and ride’ facilities

3. Manado Public transport and Transport Demand Management (TDM) Formalization of Public Transport System Rejuvenation of the Public Transport Fleet Parking Management (Pricing and On‐Street to Off‐Street Policy) Vehicle Restrictions in City Center

Impacts of the project: Impacts associated with the project includes: It is estimated that GHG emissions can be reduced by 0.6 to 1.5 MTCO2eq. per year in 2020. The 'avoid' and 'shift' measures will significantly reduce congestion, accidents and improve

accessibility. High quality and affordable public transport and non‐motorised transport will improve

opportunities for poor people to access jobs (reduction in individual costs for transportation). It will improve quality of life by reducing fragmentation of neighbourhoods, noise and air

pollution.

Case Study 3: TRANSPeru – Peru’s Sustainable Urban Transport (SUT) NAMA

National Context and Rationale: Peru’s total GHG emissions amount to approximately 140 MtCO2eq, reflecting only a small part of global emissions. However, Peru is experiencing significant economic and population growth, indicating that emissions will rapidly increase in the future. While 40.9% of emissions result from the forestry sector, transport contributes with 14.9 MtCO2eq per year, representing the largest share of overall energy-related emissions (40%).While public transport in the Metropolitan Region of Lima and Callao still enjoys a modal share of 60%, individual motorization has been rapidly increasing over the last years, without a corresponding improvement of traffic management and driver attitudes, resulting in severe problems with congestion

11

(average traffic flow at 14km/hr), air pollution and traffic accidents. Current problems will be aggravated if the trend towards car-dominated urban conglomerates is not stopped.The average age of the Peruvian vehicle fleet is 14 years resulting in high specific emission levels; the count of vehicles has almost doubled between 2000 and 2014. As a result, transport-related emissions increased by almost 50% during the last decade.

Goal of the Transport NAMA: To reverse the trend towards car-dominated urban conglomerates based on two building blocks:

1. The provision of high-quality public transport 2. Optimization of the vehicle fleet.

Project volume: Euro 9 million

Project duration: 2015 to 2019

Status: Appraisal

NAMA Design: The impact of the NAMA will be broadened by explicitly targeting selected medium- sized cities next to the metropolitan area and the national level. In order to transform the urban transport sector in a sustainable manner and achieve long term positive impacts, NAMA’s focus is the introduction of key structural changes:

A better policy framework (e.g. fuel economy standards). Additional infrastructure (e.g. metro lines, cycle lanes). A strong institutional set-up (e.g. dedicated transport authority for Lima/Callao). 

A Steering Committee is formed which will support in the coordination of the transformation process. The committee is supported by Technical Secretariat (GIZ and KfW). TRANSPeru’score element is the innovative policy matrix, reflecting a sector transformation agenda which addresses the major challenges in the sector in a structured manner. The policy matrix is developed and implemented commonly by the inter-institutional Steering Committee of the NAMA and foresees the following main elements:

1. Integrated mass public transit system in the Metropolitan Area of Lima/CallaoInstallation of a second Metro line of 27 km and a network of 5 formalized bus lanes with corresponding feeding lines. Introduction of a unified fare and ticketing system.

2. Non-motorized transport in the Metropolitan Area of Lima/CallaoConstruction of 60 km of additional cycling lanes and 16000 bicycle parking spots at public transport stations. Capacity building and awareness campaigns to promote respect for cyclists and pedestrians.

3. Institutional set-up for urban transport managementKey element of the institutional reinforcement is the establishment of a Metropolitan Transport Authority for Lima/Callao, with the objective to plan and coordinate urban transport issues, improving coordination and continuity of planning.

4. Control and mitigation of GHG emissions and local pollutants by the vehicle fleet

12

Implementation and enforcement of emission standards and introduction of a labelling system for light duty vehicles.

5. Modernization of the public transport fleetReduction of the size of the public transport fleet in the Metropolitan Area of Lima and Callao by scrapping 6000 units and replacing these by 1800 modern vehicles with higher capacity. Scrapping of additional 6000 units in medium sized cities.

6. National Program to support local governments in sustainable urban transportSupport to local governments by a newly established service unit on the national level, granting technical advice and financial support for the development and implementation of sustainable urban transport plans or measures of urban planning (such as the implementation of green zones).

Stakeholders:

Table 9: Stakeholders involved in TRANSPeru NAMA, PeruS.No. Stakeholders1. Partner ministries:

Ministry of Transport and Communications (MTC) Ministry of Environment (MINAM)

2. Delivery organisations GIZ GmbH KfWEntwicklungsbank

3. Implementing partners: Metropolitan Municipality of Lima (MML) Municipality of Callao (Callao) Ministry of Energy and Mines (MINEM) Ministry of Housing, Construction and Sanitation (MVCS) FundaciónTransitemos Ministry of Economy and Finance Peruvian Development Finance Corporation (COFIDE) Development Bank of Latin America – CAF Inter-American Development Bank – IADB British Embassy in Lima LEDSGP / World Resource Institute (WRI) – Embarq University College London (UCL)

Impacts of the project: Impacts associated with the project includes:1. It is estimated that GHG emissions can be reduced by 5 MtCO2eq (2015-2025).2. There will be high decrease in travel times (18 million hours) and associated economic

benefits.3. It will reduce health costs associated with reduced stress levels from traffic noise/air

pollution.4. It will reduce casualties and injuries by reduction in traffic and modernized fleet.5. It will reduce air pollution by stringent vehicle and fuel standards.

13

6. Rational use of scarce resources, e.g. fossil fuels by stringent vehicle and fuel standards.

14

3. INDIAN CONTEXT – CLIMATE CHANGE & NAMA

Goal of the study: This study aims to explore the possibility of integration of transport based programs into NAMAs.

Objectives: 1. Reviewing GHG emissions from various sectors – India.2. Assessing various transport programs (TOD, BRTS, MRTS & Public transportation) to

become a NAMA.

Study Design: The present paper is mainly based on secondary data cited from various sources. Relevant national and international reports were reviewed in order to assimilate the information.

National Context and Rationale: India occupies almost 2.3% of the world’s land area. It is the 7thlargest country in the world but holds nearly 18% of the world’s population. This puts the nation under great stress to ably maintain a sustainable development pathway and to harness its resources efficiently. India shelters over 1.21 billion people, which is the second-most populous country in the world. The decadal population growth rate has, however, declined from 21.3% during 1991-2001 to 17.6% during 2001-2011. India’s population density is very high, 382 persons/km2 in 2011. The rapid economic growth, expanding industrialisation, increasing incomes, rapidly rising transport and modernising agriculture are leading to a high growth in energy use in India, thereby causing serious environmental concerns.18The total number of registered vehicles in the country has increased from 5.4 million in 1981 to 99.6 million in 2007 (Figure 8).

NAMA in Indian Context: India has only one feasibility study in NAMA database. It is on improvement of energy efficiency in steel industry. The main objective of the study was to carry out improvements in energy efficiency of furnaces and burners in energy intensive SME industries throughout India. This would reduce the overall energy consumption by at least 20% per unit of production. The activities included in it are as follows:

Installation of fuel efficient low excess air burners. Automated control systems excess air/furnace temperature control. Waste heat recovery through the addition/retrofitting of recuperators. Improved insulation of furnaces.

18Second National Communication to UNFCCC, India (2012)

15

Figure 8: Growth in transport sector (‘000 number of vehicles)

Source: Indian Network for Climate ChangeAssessment (INCCA), 2007

Since no other submissions are made by India under NAMA framework, there is a strong need to lay the foundation for NAMA development in terms of its knowledge, functioning and benefits. Linkages need to be strengthened in order to leverage the international climate funds. As per the Indian mandate, in order for an action to become a NAMA, it needs to be supported. Hence, India doesn’t include unilateral actions.19 Also, without international support on finance, knowledge and capacity building, India cannot achieve its enormous climate change mitigation ambitions. Further, stringent MRV system will enhance scope of improving the programs and appropriately allocating budgets.

India and Climate Change: The Government of India admitted that climate change is a global problem that needs to be addressed and tackled globally by the International community. The voluntary commitment made by India on domestic mitigation action on 30 thJanuary, 2010 is: “India will endeavour to reduce the emissions intensity of its GDP by 20–25% by 2020 compared with the 2005 level.”20

Furthermore, in June 2008 the Prime Minister's Council on Climate Change announced the adoption of National Action Plan on Climate Change (NAPCC). This plan has identified eight core “national missions” and calls for “identifying measures that promote development objectives while also yielding co-benefits for addressing climate change effectively”. Respective state Governments have developed an action plan on climate change mitigation and adaptation as State Action Plans on Climate Change (SAPCC).

Figure 9: GHG emission distribution by sectors in 2007

Source: Indian Network for Climate Change Assessment (INCCA), 2007GHG Emissions of India: India is the fourth-largest emitter of GHGs in the world, behind China, USA and EU in 2011.21

The net GHG emissions from India that is emissions with LULUCF, in 2007 were 1727.71 million tons of CO2eq. GHG emissions from Energy, Industry, Agriculture, and Waste sectors constituted 58%, 22%, 17% and 3% of the net CO2 eq. emissions respectively (Figure 9).

19 Emergent Ventures India Pvt. Ltd. (2014)20Government of India (2010)21http://cait2.wri.org/

16

Emissions from Energy Sector:The energy sector emitted 1100.06 million tons of CO2 eq. due to fossil fuel combustion in electricity generation, transport, commercial/Institutional establishments, agriculture/fisheries, and energy intensive industries such as petroleum refining and manufacturing of solid fuels, including biomass use in residential sector.Fugitive emissions from mining and extraction of coal, oil and natural gas are also accounted for in the energy sector. The distribution of the emissions across the source categories in energy sector is shown in Figure10.

Emissions from Transport Sector: Transport sector emissions are reported from road transport, aviation, railways and navigation. In 2007, transport sector emitted 142.04 million tons of CO2eq.Road transport accounts for 87% of total emissions (123.55 million tons of CO2

eq.) which is the largest emitter in the transport sector (Figure 11). Two wheelers and cars constitute nearly 88%of total vehicles in the country.22Diesel comprises 65% of total energy used in the road transport sector, followed by petrol (24%). Also, Compounded Annual Growth Rate (CAGR) in GHG emissionsbetween1994 and 2007 in transport sector is 4.5%.23

22MoRTH, 200823INCCA, 2007

17

Figure10: GHG emission distribution from the energy sector

Source: Indian Network for Climate Change Assessment (INCCA), 2007

Figure 11: GHG emissions from transport sector by mode of transport in 2007

Source: Indian Network for Climate Change Assessment (INCCA), 2007

Policy Review: India

1. Ministry of Urban Developmenta. National Urban Transport Policy, 2014

Objective: The objective of this policy is to plan for the people rather than vehicles by providing sustainable mobility and accessibility to all citizens to jobs, education, social services and recreation at affordable cost and within reasonable time. This will involve:

a) Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus.

b) Walk and cycle should become safe modes of urban transport. c) Raising finances, through innovative mechanisms.d) Establishing institutional mechanisms for enhanced coordination in the planning and

management of transport systems. e) Building capacity (institutional and manpower) to plan for sustainable urban transport and

establishing knowledge management system that would service the needs of all urban transport professionals, such as planners, researchers, teachers, students, etc.

b. Jawaharlal Nehru National Urban Renewal Mission (JNNURM), 2005Objective: Improving efficiency in urban infrastructure (includes road network and urban transport) and service delivery mechanisms, community participation, and accountability of Urban Local Bodies/parastatal agencies towards citizens. The mission on physical infrastructure development will cover the following:

a) Urban renewal: This would include widening of narrow streets.b) Urban transport, including roads, highways/expressways/MRTS/metro

projects.

2. Ministry of Environment, Forest and Climate Changea. National Action Plan on Climate Change (NAPCC), 2008: Identifies measures that

promote development objectives while also resulting in co-benefits for addressing climate change. One of the missions proposed under NAPCC is National Mission on Sustainable Habitat. The main objectives of this mission regarding urban public transport are:

Evolving integrated land use and transportation plans. Effecting modal shift from private to public transport. Encouraging greater use of non-motorized transport. Improving fuel efficiency. Using alternative fuels.

3. Ministry of New & Renewable Energy

18

a. National Policy on Bio-fuels, 2009The Policy aims at mainstreaming of bio-fuels and, therefore, envisions a central role for it in the energy and transportation sectors of the country in coming decades. It will bring about accelerated development and promotion of the cultivation, production and use of bio-fuels to increasingly substitute petrol and diesel for transport and be used in stationary and other applications, while contributing to energy security, climate change mitigation, apart from creating new employment opportunities and leading to environmentally sustainable development.

Needs Identified for India1. Cities of India are dominated with private vehicles which lead to increase in GHG emissions.

Improving only vehicle efficiency will solve a part of the problem hence a more holistic approach is required at the planning level.

2. Currently there is a fragmented approach of government for addressing transport related issues. Various government institutions have developed policies and programmes in their areas of work, related to transportation and climate change; however there is a lack of integrated and coordinated approach among them. There is also untimely formulation of policies. For example, National Urban Transport Policy came in 2014 and National Action Plan on Climate Change came in 2009.

3. Lack of capacity building prevails at various levels mainly at the State and Urban Local Bodies level. Capacity building is required for data collection, data analysis, database management, information sharing between different stakeholders/ministries and on best practices.

4. Strong need to lay the foundation for NAMA development in transportation sector.

4. RECOMMENDATIONS

Based on the above study, recommendations are made. Transport NAMA should be funded from domestic as well as international sources. Domestic funding should include national and province budget. The international funding should include NAMA Facility and other donor agencies.

A Steering Committee should be formed for technical assistance and policy analysis. Members in the committee should include National ministries as well as International organizations. National ministries to be involved should include Ministry of Road, Transport & Highways; Ministry of Urban Development; Ministry of Environment, Forest & Climate Change; Ministry of Housing & Urban Poverty Alleviation; Ministry of New & Renewable Energy.

A State level NAMA Committee at State level and NAMA Cell at Urban Local Body level should be formed. The State level NAMA Committee will act as a nodal agency between Steering committee and NAMA Cell. NAMA Cell should be responsible for making project proposals, reports, support requests and finally project implementation. Figure 12 indicates proposed institutional and funding framework.

19

Figure 12: Proposed Institutional & Funding Framework

At policy level, Transport NAMA should be integrated and aligned with wider government strategies such as transport, climate change, energy, environment, finance, planning and sustainable development. Other than international funding, private sector investment is important along with banking, but their profit and interest in the program needs to be worked out by the Government. The Avoid-Shift-Improve approach can be best funded by “supported NAMA”, although some unilateral funds are important to increase accountability. The key for a successful NAMA is stakeholder engagement. It is important during transport NAMA development, financing and MRV.

At Institutional level, Cities can incorporate various transport plans/programs/projects with State Action Plans on Climate Change (SAPCC) preferable with a mix of TOD, BRTS and MRTS depending on the need assessment and emission reduction. Public awareness campaign on the benefits of use of public transport and non-motorized vehicles should be conducted.

20

21

References

Anne Binsted, Benoit Lefevre, Camille Cauchois and André Eckermann (2014), Transport NAMAs: An Overview, Available at URL: http://www.transport2020.org/file/giz-embarq-transport-nama-overview-final-14-01-2014-sr.pdf.

Djarot Tri Wardhono (2014), Transport NAMA- Indonesia Sustainable Urban Transport Programme, Available at URL:  http://mitigationpartnership.net/sites/default/files/sutri_nama.pdf

Donovan Escalante, Martina Jung, NiklasHöhne (Ecofys) and Hilda Martinez (CTS Mexico) (2012),Facilitating the development of transport NAMAs in Mexico, Available at URL: www.ecofys.com/files/.../ecofys_2012_transport_namas_in_mexico.pdf

Ecofys (2015), Transit-oriented development, Colombia - NAMA Database, Available at URL:http://www.nama-database.org/index.php/Transit-oriented_development

Emergent Ventures India Pvt. Ltd. (2014), Achieving low carbon growth in India through NAMAs, Available at URL: http://www.emergent-ventures.com/FReportsFile/NAMA_REPORT_ariel.pdf

Erica Jue, Stacey Davis, AnmolVanamali, Mark Houdashelt (2011), Industrial Energy Efficiency in Asia: A Background Paper; Center for Clean Air Policy, Available at URL: http://mitigationpartnership.net/sites/default/files/industrial_energy_efficiency_in_asia.pdf

GIZ, FICCI (2011), Climate Change Adaptation in Industries and Industrial Areas Government of India (2010), India's pledge to the Copenhagen Accord, Available at URL:

http://unfccc.int/resource/docs/2011/awglca14/eng/inf01.pdf Government of India, Ministry of Environment and Forests (2010), Indian Network for Climate Change

Assessment, Available at URL: http://www.moef.nic.in/downloads/public-information/Report_INCCA.pdf Government of India, Ministry of New and Renewable Energy (2009), National Policy on Biofuels,

Available at URL: http://mnre.gov.in/file-manager/UserFiles/biofuel_policy.pdf Government of India, Ministry of Environment and Forests, Second National Communication to the

United Nations Framework Convention on Climate Change(2012), Available at URL: unfccc.int/resource/docs/natc/indnc2.pdf

Government of India, Ministry of Urban Development (MoUD) (2011),Revised guidelines (Sub-mission for urban infrastructure and governance), JNNURM, Available at URL: http://jnnurm.nic.in/wp-content/uploads/2012/10/Guideline-2011.pdf

Government of India, Ministry of Urban Development (MoUD) (2014), National Policy on Urban Transport, Available at URL: http://itdp.in/wp-content/uploads/2014/11/NUTP-2014.pdf

Heather Allen, Manfred Breithaupt, Lew Fulton, KainGlensor, Sanjing Han, Cornie Huizenga, Oliver Lah, Katie Millard, Michael Replogle, Shritu Shresta (2014),Land transport’s contribution to a 2°C target, Bridging the Gap Initiative (BtG) and the Partnership on Sustainable, Low Carbon Transport (SLoCaT), Available at URL:  http://www.transport2020.org/file/land-transports-contribution-to-a-2c-target-advance-draft-22-september.pdf-1

Horace Herring (2008), Rebound effect, The Encyclopaedia of Earth, Available at URL: http://www.eoearth.org/view/article/155666/

KfWBankenGruppe (2015), From PoAs to NAMAs a pilot case, Available at URL: http://www.powershow.com/view3/573f1b-NjliM/From_PoAs_to_NAMAs_a_pilot_case_powerpoint_ppt_presentation

Library of Congress – Federal Research Division (2007), Country profile: Colombia, Available at URL: http://lcweb2.loc.gov/frd/cs/profiles/Colombia.pdf

Lylod Wright (2009), Win-win solutions to climate change and transport, UNCRD, Available at URL: http://www.uncrd.or.jp/content/documents/4EST-P1-1.pdf

22

Ministry of Environment, Republic of Indonesia (2010), Indonesia Second National Communication, Available at URL: http://unfccc.int/files/national_reports/non-annex_i_natcom/submitted_natcom/application/pdf/indonesia_snc.pdf

NAMA Facility (2015), NAMA support projects, Available at URL: http://www.nama-facility.org/projects/portfolio.html#c408

Ned Helme (2010), Recommendations on NAMAs for the Transport Sector, Center for Clean Air Policy NickTyler CBE, Claudia Ramirez (2012), Developing Low-Carbon Transport Policies in Peru with

Capacity Building for their Implementation, UCL, Available at URL: http://nama-database.org/images/2/2a/Draft_Transport_NAMA-Peru_UCL_FINAL.pdf

Steve Winkelmen, Chuck Kooshian (2013), Colombia Transit Oriented Development NAMA selected for funding, Available at URL: http://ccap.org/colombia-transit-oriented-development-nama-selected-for-funding/

UNFCCC (2015), Sustainable Urban Transport Initiative, Indonesia - NAMA seeking support for implementation, Available at URL: http://unfccc.int/files/cooperation_support/nama/application/pdf/nama_implementation_indonesia_sustainable_urban_transport_initiative.pdf

World Resources Institute (2011), CAIT 2.0 World – WRIs climate data explorer, Available at URL: http://cait2.wri.org/

23