Training on Sustainable Transport and Climate Change

Training on Sustainable Transport and Climate Change

Documentation Report

MARCH 19-20, 2012
Conference Room, Ateneo School of Government
Ateneo De Manila University
Loyola Heights, Quezon City, Philippines


Documentation Report

Catalyzing New Mobility in Cities: The Case of Metro Manila
a Rockefeller Foundation supported project
Innovations at the Base of the Pyramid in Asia Program
Ateneo School of Government

March 19-20, 2012
Conference Room, Ateneo School of Government
Ateneo De Manila University, Loyola Heights
Quezon City, Philippines

TABLE OF CONTENTS

List of Acronyms

Executive Summary ……………………………………………………………..… 1

Introduction ……………………………………………………………………….. 2

Day 1

Module 1 – Sustainable Transport and Climate Change …………………………. 3

Module 2 – Sustainable Transport and the Climate Process …………………… 5

Module 3 – Transitioning to Low Carbon Transport …………………………….. 6

Day 2

Module 4 – Climate Finance for Low Carbon Transport …………………...…… 9

Module 5 – Measuring the Impact of Low Carbon Transport Interventions
on CO2 Emissions ..…………………………………………….....… 10

Group Exercise ……………………………………………………………...……. 12

Closing Program ………………………………………………………………….. 16

Conclusion ………………………………………………………………….…….. 17

Training Evaluation……………………………………………………………...…. 17

Annexes
1: Module 1 presentation
6: Exercise questionnaire on computing CO2 Emissions
7: Group Exercise Guide
8: Output of one of the groups
9: Sample Training Certificate
10: Training Evaluation Report

List of Acronyms

ADB – Asian Development Bank

ASIF – Avoid Shift Improved Framework

BRT – Bus Rapid Transit

CAI-Asia – Clean Air Initiative for Asian Cities

CC – Climate Change

CDM – Clean Development Mechanism

CO2 – Carbon dioxide

CSO – Civil Society Organizations

DENR – Department of Environment and Natural Resources

DILG – Department of Interior and Local Government

DOE – Department of Energy

DOH – Department of Health

DOTC – Department of Transportation and Communication

DPWH – Department of Public Works and Highways

EST – Environmentally Sustainable Transportation

GEF – Global Environmental Facility

GHG – Greenhouse Gas

GIZ – Gesellschaft für Internationale Zusammenarbeit

ICT – Information and Communications Technology

IPCC – Inter-governmental Panel on Climate Change

JICA – Japan International Cooperation Agency

LCP – League of Cities of the Philippines

LGU – Local Government Unit

LPG – Liquefied Petroleum Gas

LRT – Light Rail Transit

MM – Metro Manila

MMDA – Metropolitan Manila Development Authority

MRT – Metro Rail Transit

NAMA – Nationally Appropriate Mitigation Action

NEDA – National Economic Development Authority

NGO – Non-government Organization

NMT – Non-motorized Transport

PCA – Partnership for Clean Air

PICIERD – Philippine Council for Industry and Energy Research
and Development

PPP – Private-Public Partnership

TEEMP – Transport Emissions Evaluation Model for Projects

TRL – Transport Research Laboratory

UAE – United Arab Emirates

UK – United Kingdom

UN – United Nations

UNFCCC – United Nations Framework Convention on Climate Change

USD – United States Dollar

USec – Undersecretary

19-20, March 2012 | School of Government, Ateneo de Manila University

EXECUTIVE SUMMARY

As part of Ateneo School of Government’s efforts to raise awareness and public
participation, regular training and workshops about different aspects of climate change are
held. The Training for Sustainable Transport and Climate Change was conducted on March
19 - 20, 2012, at the conference room of the School of Government, Ateneo de Manila
University. The training was organized by the Rockefeller Foundation supported project
"Catalyzing New Mobility in Cities: The Case of Metro Manila" in partnership with
Metropolitan Manila Development Authority (MMDA), Clean Air Initiative for Asian Cities
(CAI-Asia), Gesellschaft für Internationale Zusammenarbeit (GIZ), Partnership for Clean Air
(PCA), and United Kingdom’s Transport Research Laboratory (TRL). The training is based
on the work of the Bridging the Gap Initiative. “Bridging the Gap: Pathways for Transport in
Post 2012 Process" is a partnership that was formed to bridge the gap between the
transport and climate change sectors.

The objectives of the training were to: 1) Introduce the concept of climate change, the
climate change process, financing and the land transport sector's contribution to it; 2)
Understand find ways how to transition towards low carbon transport; 3) Learn about the
climate financing for low carbon transport; and 4) Know how to measure the impact of low
carbon transport interventions on carbon emission.

The training was attended by 42 participants from different sectors including 26
representatives from different local government units of the cities of Marikina, Pasig,
Navotas, Mandaluyong, and Valenzuela; three (3) representatives from academe; three (3)
representatives from the private sector; representative from Asian Development Bank; and
eight (8) representatives from different Non-Government Organizations (NGOs). These
participants came from different background such as environment, health, road safety, clean
air, and disaster management.

There were a total of five modules during the two-day training. Four experts who served as
resource speakers were assigned specific modules. Three modules were presented on the
first day. The first module introduced the concept of climate change, sources of greenhouse
gases in particular the land transport sector and the needs to address it. The second module
discussed the concepts of climate change mitigation, adaptation, and the climate process.
The third module tackled the alternative low carbon transports.

The fourth and fifth modules were presented in the second day. The former introduced the
concept of climate financing for low carbon transport while the latter thought how to
measure the impact of low carbon transport interventions on CO2 emissions. A short
exercise was done on how to measure and calculate carbon emissions. The last activity of
the training was a group exercise on possible low carbon transport projects. The
participants were tasked to provide brief project description, carbon advantages, method of
carbon calculation, the possible barriers, partners, and how the project can be financed.

In general, the Training on Sustainable Transport and Climate Change garnered positive
response from the participants. It enabled both the public and private sector representatives
to understand the relationship between climate change, land use and sustainable transport,
climate change process and financing, and the opportunity to work in identifying alternative
solutions, current local and international processes, methods, and approaches to climate
change.

1


INTRODUCTION

The opening remarks that includes the overview of the training was given by Atty. Glynda
Bathan-Baterina. She explained that participants will be undergoing through different
modules that are necessary to enhance their knowledge and skills about sustainable
transport and its relationship with climate change. She then mentioned the role of the
Ateneo School of Government’s Catalyzing New Mobility in Cities Project and its partner
organizations such as GIZ, MMDA, CAI-Asia, PCA and TRL in giving information and training
to people about sustainable transport and climate change. She encouraged everyone to take
part in the activities, meet new people, and share perspectives.

Dr. Segundo Romero
followed and gave the
welcome remarks. He gave
an overview of Catalyzing
New Mobility in Cities
Project, its objectives and
activities. He emphasized the
important role of government
agencies such as DPWH,
DOTC and MMDA in
innovating and improving the

Left Photo: Atty. Baterina giving overview of the training;
transport system through the
use of modern technologies,
Right Photo: Dr. Romero welcoming the participants of the training.
such as the Traffic Navigator,
in monitoring and helping improve the flow of traffic in Metro Manila. He also mentioned
available web platforms like Waze, OpenStreet, and Parasatabi.com, which may aid in
improving Metro Manila’s transportation system, especially public transport. He also
introduced the concept of New Mobility, or aptly called Inclusive Mobility. Dr. Romero cited
the success of mapping workshop held in Ortigas Business District in Pasig, and urged the
community to take into consideration these activities. The last part of his welcome remarks
focused on the idea learning by doing – we share and learn from each other.

Ms. Heather Allen of UK’s Transport Research Laboratory introduced each module. She
stated that the modules were prepared by Gesellschaft für Internationale Zusammenarbeit
(GIZ). She then requested the participants to finish the program, and stay after the second
day to obtain a certificate of completion and participation. Ms. Allen also said that an
evaluation would be solicited from them after the training program. This was followed by
self-introduction of the participants.

To start the discussion, she surveyed who among the participants knew what climate change
was, who took the public transportation, and who walked most of their time. She then
emphasized the idea of walking as a mode of transportation that is usually unnoticed by most
people. Ms. Allen also introduced Dr. Marie Danielle Guillen as the lecturer/facilitator for
the first module.

2


DAY 1

MODULE 1 – SUSTAINABLE TRANSPORT AND CLIMATE CHANGE

The first module (Annex 1) began with an example of India’s transportation system wherein
its efforts to address climate change were reflected in its transportation policies. In this light,
Dr. Guillen asked how the participants understood climate change, and why it needed to be
addressed. Responses about its cause varied. Some suggested about the natural
anthropogenic origin of climate change. Others told about the naturally and unnaturally
occurring changes in temperature, such as human activities (being the latter). Dr. Guillen
then related to everyone that climate change and the rising temperature could be an
opportunity for everyone, especially about new business models on transportation.

After Dr. Guillen’s presentation, a
couple of participants inquired. Ms.
Victoria Segovia, Executive Director
of PCA, asked why forestry has
become a source of GHG. Dr. Guillen
noted that it was more in terms of
logging and transportation
requirements of logs. In this regard,
there was a proposal to change the
label to “deforestation” instead. Mr.
Rene Pineda, President of Partnership
for Clean Air, inquired why UAE
greenhouse gas emission per capita
Dr. Guillen presenting Module 1 on Sustainable Transport and was the highest. Ms. Allen responded
Climate Change that GHG is computed in per capita.
Thus, being the country with low
population, the GHG is high in per capita basis. The number of population would affect the
results. She also confirmed that the production of oil of UAE contributed to its level of
carbon emissions. Ms. Allen cited the interesting case of Singapore that has a very small area
but high in per capita emission.

A few responses were solicited as to why carbon emissions from the transport sectors of
developed countries were so high. Some noted the source and usage of fuel, high living
standards, the planning of the cities (most live in suburbs and longer travel time), and the
high level of motorization.

A participant asked about UK. The country has good public transport but they still have
traffic, and congestion. In response, Ms. Allen pointed out why they put up the picture and
emphasized that we need to have congestion otherwise we will have people that
continuously move. The real question is not traffic but how to provide options for public
transportation. Private vehicle has remained a status symbol and improving public
transportation requires collective action.

On slide 22, Mr. Pineda asked if it is a good (as shown in the graph) that Chennai, Mumbai,
and Hong Kong fell below the line of most efficient pattern of the modal share of motorized
private mode. Ms. Allen responded that we should be careful on this slide because it
considers lots of data. Dr. Guillen noted that it was taken years ago and that most probably
situations have changed.

3


Dr. Guillen asked the participants how their understanding of Smart Logistics Concept.
Varying responses from the participants were given such as traffic light, mass transport,
move your office at home, and integrating the use of ICT.

For Slide 27, Mr. Pineda shared his insights, comments and questions on Slide 27 as follows:
- Insights: The more you pave the road the more traffic – more carbon emission; There
is wisdom in chaos; More cars, more mobility, more carbon. It pays to have a plan; it
pays to have data to base our decisions from.
- Interested to have per capita data when you are stuck in traffic, and when you are
doing other things
- Is there a tool in existence to measure the per capita?

Ms. Allen said that there will be more detailed discussion in Module 4 regarding the
questions of Mr. Pineda. She emphasized that what is interesting in that slide is that you will
see the connection in the land use, the place of the work and the entire environment.

On Slide 35, Ms. Allen posted the following questions to the participants:
- How many of you are drivers?
- How many of you practice eco-driving principle?
- Why do you practice it?

Many of the participants practiced ecol-driving principles and they do it to reduce cost. Ms.
Allen emphasized that we do not immediately realize that while we do it to save, we have
great positive impact to environment too.

After the module, an open
forum was held. Mr. Pineda
cited the proposed Skybridge
of MMDA, but asked if
engineering was the solution to
ease congestion and flow of
traffic. While some thought it
is not a good idea, some of the
participants shared their views
that having Skybridge may
result to lesser carbon
emission due to less stops. Ms.
Allen said yes, that will be true
for first 2 years. But by looking
at the whole life cycle, you are
not really dealing with the
Some of the participants sharing their insights during the open forum problem, “like putting a
plaster in a wound that will
not really heal.” Other
comments and insights from the participants on this matter include:
- We have to really make sure to bring the message to politicians that it is a short term
option.
- Get cost as well and bring it to the media.
- Building more roads and more infrastructures are not the solution.
- How do you make the mass mode in the places it will work better?
- We need to present alternatives to the public.
- We need to make the message clear that many of the big infra project did not solve
the transport problem.

4


Dr. Guillen urged the participants to look at the EST framework in addressing the problem,
instead of old structure-centric paradigm. Mr. Ronald Cartagena shared that there is a need
for ordinary people to understand radical change. There is a need to create a balance
(whether from different sectors we are coming from) to advocate for sustainable transport.
The challenge to national government agency is to make a body that will look at the projects
of DOTC and MMDA to really screen and to look at long term benefits of sustainable
transport.

Ms. Allen for her part suggested that, media should be utilized in making the general public
understand what sustainable transport is all about. And for the qualities of mass
transportation/public transportation, it should be: affordable, good quality of service (e.g.
convenient), and available and accessible to everyone.

MODULE 2 – SUSTAINABLE TRANSPORT AND CLIMATE PROCESS

Ms. Heather Allen proceeded with the second module (Annex 2) which focused on the
sustainable transport and climate process. She began by asking who among the participants
understand the meaning of mitigation and adaptation, and if anyone know about the Kyoto
Protocol.

The participants responded
with a general understanding
that climate change mitigation
refers to what people could do
to stop or prevent, and lessen
the effects of climate change.
While climate change
adaptation would refer to
actions and response of the
people in naturally changing
environment.

Russia was given as an example
of one state which put Kyoto
Ms. Heather Allen discussing the concepts of sustainable transport and
climate process Protocol at the national level
and legally binding. She noted
that the on-going process, even in Copenhagen, local government units were given a voice in
the negotiation process with the United Nations, particularly the Inter-governmental Panel
on Climate Change (IPCC). In the Philippines, Ms. Allen noted that a Climate Change Action
Plan had been passed into law.

The actual reductions per year internationally were estimated to be at 5%, although it was
mentioned that data was hard to gather and monitor. Ms. Allen emphasized that there have
been significant reductions in the energy and cement sectors, but it was noted that the
reverse was reflected to the transport sector.

In this module, the concept of Nationally Appropriate Mitigation Action (NAMA) was also
introduced. The participants shared that there is already a group in the country that would
like to focus on NAMAs. Ms. Allen recommended exploring the “bridging the gap” website
for resources and reports that would help create interest and guidance NAMAs.

5


MODULE 3 – TRANSITIONING TOWARDS LOW CARBON
TRANSPORT

Module 3 (Annex 3) was also presented by Ms. Heather Allen. But prior to the presentation
of this module, Ms. Allen asked the participants to give examples of low carbon transport.
The participants gave the following examples: bicycles, walking, pedicabs, E-bikes, calesa,
public transit (MRT and LRT), Jeepneys, E-jeepneys, tricycles, E-trikes, hybrid cars, hybrid
busses, CNG buses, LPG taxis, ferry boats, paddle boats, solar trikes, habal-habal, kuliglig,
carpooling, and FX-GT express.

A general sentiment was shared by
everyone that the country was rich in
transportation, but sharing it was
another issue. According to her, this
made the Philippines one of the
poorest in terms of mobility. After
the listing down of ideas, each
transport and mode of transportation
had been classified between “shared”
and for “individual-use”. In summary,
out of 21 listed examples, only four
transport modes are for individual-
use. These are bicycles, walking, e-
bikes, and hybrid cars. The other
modes can be shared.

Ms. Allen said that there is good
balance between individual and shared
transport. She asked the participants,
why is it the transport infrastructures
are geared towards single/ individual
user? Is it because of historical
approaches to transport planning?
What do we need to make this a
priority?
Ms. Heather Allen and Dr. Danille Guillen facilitating the session on
identifying low carbon transport modes. The participants identified bike lanes,
improving sidewalks, providing safe
and secure environment and more inclusive approach to transport to start as possible means
to make sustainable transport a priority. There is a need to pay attention on policies and
how policies they are properly implemented.

When Ms. Allen asked if there are champions for low carbon transport, Sen. Recto was
given as an example with his initiative for pushing for e-vehicle. Ms. Allen emphasized that
we need to have champions that will push for sustainable transport. She also cited that
policy and having champions complement the readiness of people citing as example
Curitiba’s BRT experience that took 25 years and the experience of Bogota of implementing
their BRT in 1 to 2 years.

On Slide 15, the participants identified that academe and scientific institutions are not
included in the list of stakeholders in the low carbon transport. Ms. Allen added that general
public and media are not usually included but they are the ambassadors of low carbon

6


transport. Developing partnerships and knowledge networks is very important in achieving
low carbon transport.

During the open forum, Ms. Allen was surprised how easy for the group to identify a diverse
list of modes. That Philippines is transport rich but mobility poor. She also cited that kids
usually get the importance of good transportation and well planned city.

Ms. Allen asked the participants the following:
- 1 or 2 things that you think the most important?
- Things that you didn’t find in the module?
- What did they find surprising?

A representative from Taguig City shared their idea of “Probinsyodad”. There are two faces
of Taguig – the well-planned and developed The Fort, and the old Taguig. The representatives
wanted to apply the concepts presented to their City. After listening to the modules, they
said that they realized that the road should be designed to be more walkable for pedestrians.

They are thinking of something in transport to be in this thrust:
- Mass transit for Taguig - intercity ; passing along the populated side
- Improve infrastructure in the other side of Taguig that have narrow streets and make
it more walkable, instead of focusing only to modern side of Taguig.

Heather Allen appreciates the idea
and said that it can be an area for
changing the way we think. Instead
of thinking of a problem, it would
be worthwhile to turn it into an
opportunity. She also cited an
example in Bogota where they
broaden the width of the streets
for poor population.

Other insights, comments, and
questions from the participants are
the following:
- In enabling factor, how do we
consider the cultural factors?
Because in the Philippines, we
wanted to be dropped as
much as possible at the Participants sharing their insights during the open forum for Module 3
doorsteps of our house
(door-to-door connections).
- In addition to that, we hop from one mode to other. How do we achieve low fare and
organize the modes of transport?
- We have a lot of good plans. The problems are in the difficulty of implementation, and
the implementers. We need commitment of those involved and concerned.
- How does MRT address the problems in transportation?
- Mr. Benedicto shared that if we are successful in pushing for low carbon transport,
then DOH will have lesser health problems/ issues to address and more resources for
other purpose.

Heather Allen’s responses are as follows:
- Culture is a big challenge. For example, if we cannot organize stakeholders, you cannot
come up with single ticketing.

7


- Recommend that you go into stages. You will have problems if you work on it in one
time – there is a need for a step- by- step approach.
- Cited examples of a cashless system. As long as you have the approach but going
towards in a single approach of integrating these into one
- On MRT, you have increase the demand in the past five to ten years but also have to
increase in capacity. It is not only in MM. Having the right demand and capacity balance
is the key.

On MRT, Dr. Romero added that it is the most efficient mode of public transportation in
Metro Manila. It carries around 600,000 passengers per day. It is lesser to pay fine than pay
for more cars. He emphasized that we need to organize transit riders. Question is that
would you like to do this on a larger level or are there initiatives that we can do in local
level? There are already things that we can do in local level. That is why the new mobility
mapping we are doing is very important. We can learn at the local level then we became
more mature towards a regional and national level.

On culture and choices – in Philippines the culture plays a lot (e.g. stored value) – people
normally do not buy this and rather pay every ride. There is a culture of control on how to
spend money on that. Another is the barker that you will give as token/fee. We are in
“sachet” mentality. We should understand the behavior of the people. They need us to
understand them in order to change behavior.

The representative from DILG shared his insight on too many mode options. That we have
to come up with alternatives (e.g. livelihood), or can also remove/ eliminate some modes of
transport if we want to see change.

Mr. Pineda asked if there are any data in the fare in relation to per capita income. He also
emphasized that efficiency is still the name of the game in transport.

With so much issue to be tackled on transport, Ms. Allen recognizes the importance to
bridge the transition. And most requires new training. She also shared on the fares, there is
a book by GIZ that the participants can refer to. For public transport, recovery through fare,
the other one is on efficiency. On fares – there has been interest internationally to privatize
mass transit.

On culture, there is also the same mentality in other countries There is a need to agree
that we should be able to understand it, in a local context and another layer of stakeholder
understanding - asking people the right way. There is the same situation in other parts of the
world. Key is to focus on the affordability, quality of service, and that it should be for
everyone. There are plenty of ways to make it affordable for the poor. It is a question of
providing quality for the right price.

8


DAY 2

The day stared with recap of the first day’s session. The participants were also asked what
they learned. It was highlighted that the concept of climate change and sustainable process
had been most memorable, as well as the knowledge on UNFCCC.

MODULE 4 – CLIMATE FINANCE FOR LOW CARBON TRANSPORT

Mr. Ko Sakamoto, Transport Economist of Asian Development Bank (ADB) presented
Module 4 (Annex 4). He started with posting the following questions in the plenary:

 How does an individual finance what he wants to do?
 What financial sources are available for sustainable transport?
 Is the general public aware of the term “climate financing”?

A participant, Mr. Rene Pineda shared
his thoughts on how he understood
climate financing. He said that some of
the money invested or spent by an
economy that is required to put a cap
in carbon emissions to credit or to
lower a countries threshold of carbon.

Mr. Sakamoto reminded everyone that
the concept of climate financing is
important in support to mitigation and
adaptation efforts of a country. He Mr. Ko Sakamoto discussing with the participants the concepts of
summed the idea into two types of climate financing
climate finance to: Climate Fund and
Carbon Market.

To further clarify, he said that the two concepts only differ in the mode of acceptance of
money, whereas, in his example, a producer, a fisherman receiving grant would be a form of
climate fund, while when a producer, a farmer sells rice to the market would be a form of
market mechanism. There were also a couple of financial sources listed such as the ODA
(Official Development Assistance), state taxes, and climate finance from international
organizations like the IMF. With regards to relative proportion of Climate Finance, domestic
finance still provides the biggest source.

When Mr. Sakamoto was asked if the two are exclusive of each other, he said that in CDM,
project entities can be companies in US or Europe. Examples are planting trees in Indonesia
in order for them to have carbon credits. Climate Finance can come from sources such as
multilateral, bilateral, and carbon market. Even local authorities can set this up (voluntary
carbon market).

He also mentioned that out of 6147 proposals for carbon market scheme, only 37 or 0.6
percent (%) were transport-related projects. He added that future opportunities might come
from Nationally Appropriate Mitigation Action (NAMA). A basic checklist for climate finance
was also proposed:

 Helps mitigate climate change
 Approach is aligned with Avoid-Shift-Improve

9


Mr. Sakamoto cited that the group may want to consider cable car when you think of CDM.
Low carbon and sustainable transport is included in the operational strategy of GEF. Co-
financing – typical to GEF projects; mixing various fund sources.

Mr. Pineda raised questions as follows: Looking at the bullet points, will the proponent
propose separately to ADB and GEF? When will the proposal submission starts?

According to Mr. Sakamoto, there should be several discussions and coordination among
entities. For example, LGU create proposal and approach GEF, sometimes it is the other
way around. Note that GEF and ADB have different cycle. Proponent should carefully look
at this especially in timing for the budgetary process. However, the more collaborators in
the proposal, the more complex it will be. But it is also good to gather synergies.
Counterparts can be in-cash or in-kind. And in order to access Clean Technology Fund,
sustainable transport should be in an investment plan.

Ms. Segovia of PCA asked and pointed out that we do not have an office of GEF here in
Philippines. She asked where do we apply? Atty. Bathan-Baterina said that the focal point in
Philippines is DENR thorugh USec. Teh. There is also a need work with DOTC and DENR
for proposal.

The basic checklist for Climate Finance that needs to be considered:
1. Project helps mitigate Climate change?
2. Does the project target Avoid-Shift-Improve approach?

On the aspect of MRV, the requirements increase while the carbon markets develops.
There is value in carbon and there has to be an established value to trade it.

MODULE 5 – MEASURING THE IMPACT OF LOW CARBON
TRANSPORT INTERVENTIONS ON CO2 EMISSIONS

The fifth module (Annex
5) was presented by Mr.
Alvin Mejia, Environment
Specialist of CAI-Asia. The
module is focused on
scanning which cities have
already started the surveys
on the impact of low
carbon transportation to
the emission of CO2.

Taguig has already started
doing survey. Mr. Mejia
suggested that it can be
traced to the taxes to get Mr. Alvin Mejia discussing with the participants the concepts on Module 5
the aggregates. If the LGUs
have funds, they can explore possible partnership with some companies to tract the data.

10


Mr. Pineda asked the following questions:
- If the CO2 is constant, how do you determine the emission?
- In generating and tracking data, it is generally a top-down approach. Are there
possibilities for it to become a bottom-up?

According to Mr. Mejia, for UNFCCC purpose, there are emission factors for gasoline and
diesel for example. The top-down data is available from DOE. In transport emission, it is
usually bottom-up results is usually higher than top-down. For diesel, it is uncertain if 100%
diesel is always used in transport. According to Ms. Allen, for cities, you can assume that
almost all types are used in transport; assume 5% used in other purpose.

Together with Ms. Allen, they presented the concept of ASIF:

A – Total Activity
S – Modal Structure
I – Modal energy Intensity
F – Carbon content of Fuels

The result would be the total carbon emission from transport. In light of this, he presented
the idea of Transport Emissions Evaluation Model for Projects (TEEMP). He raised the issue
that the real question was not how to compute or know the carbon emissions; instead how
to lessen the output of such.

The ASIF model could also be used on the personal level to account for every person’s
carbon emission in transportation. The other insights from the participants on ASIF include:

- ASIF is one model to practice on how we measure impact. We belong to different
offices so we can use this in our sphere on influences.
- A lot of these are theoretical. For us to absorb this and apply effectively, it would be
useful to focus to one or two models.
Put those ASIF into Philippine context. If 8 out of 10, there should E = efficiency to be
added

Ms. Allen emphasized that we all have choices. Sometimes we decide not to choose that
choice. There is a need to look at complementary of different modes of transport. There
was lots of flexibility in the ASIF model.

Dr. Guillen shared the preliminary result of the Catalyzing New Mobility in Cities Project
where in the data showed that the current situation is that the urban poor choose to own a
motorcycle since its cost is cheaper than to commute. We need to shift the paradigm. We
have lots of choices but we are not emphasizing to highlight the right choice and cost

Maybe we can distinguish the choice of society and as an individual. We still can have
accessibility and mobility that supports connective growth. Mr. Mejia emphasized that we
need to make public transport modes more efficient.

A short exercise on the calculation of carbon emission was conducted after wards. Mr. Mejia
explained briefly how to calculate it. A few concerns were raised by Ms. Dinna Dayao, a
member of the media, as to how one could compute for other modes of transport such as
the MRT and LRT. Mr. Mejia said that such tools exist that other organizations use, like
WWF and WRI.

11


The exercise questionnaire on
computing CO2 Emissions can be
found in Annex 6. The
representative from Malabon was
the first one to get the answer
right.

Participants trying to solve the problem and computing for CO2 Emissions

GROUP EXERCISE

The last activity of the training is a group exercise in developing low carbon transport
projects. Each group were tasked to describe the project, describe its carbon advantages and
how the group intend to prove it, major barriers, partners you need to get approval and
help implement, and how do you intend to finance it. The group exercise guide can be found
in Annex 7.

Each group was given 10 minutes to present. The table below is the summary of workshop
results:

PROJECT CARBON METHOD BARRIERS PARTNERS FINANCE
DESCRIPTION ADVANTAGES CARBON
CALCULATION

Reporter: Karl No carbon Survey - -LGU -Loans
Christian (easy = 2 One street infrastructure -Private -Grants
Abalos smiles) How many cars -lack of -CSO -PPP-
can be respect of -national bikelane
Assumption: replaced? other drivers government -GEF
1. Area -social -media -ADB
:Quezon acceptance
City -education 2/5
2. Utilize what -political will
we have
3. There are
already
existing
practices
that we can
adapt
4. Possibility
for local
economic
developmen
t n- to offset

12


CALCULATION

what we
invested

Project: Bikes
– Juan Pidal

Promote bike
as a primary
alternative
mode of
transport
within the city

Group 3 Easy = 2 Shift all trips to Displaced -LG
smiles EVs incumbents -private Self-
Christine -jeepneys companies financing
Roxas Philippines -trikes -banks sort of
have 60%= -multi-lateral arrangeme
Host City: renewable Cooperatives banks nts
Malabon electricity mix , ownerships
Carbon 1/3 of the
 Narrow credits population
roads
 Near to 3/5
shore
 Lots of
flooded
areas

Project:
Electric mini-
bus

Rationale –
high flooring
and not prone
to flooding

Jeepneys and
tricyles have
low flooring
and easily
affected by
flood

Connect
other cities by
other modes

13


CALCULATION

C advantage Through 3/5
VICKY 2 smiles emission
SEGOVIA concentration
Refer to
presentation
(Annex 8)

Monorail Reduced Baseline Political will DOTC PPP
system number of Estimates of Displacement MMDA Loans
vehicles, vehicles plying of other DPWH from ADB
Interconnecte reduced CO2 to certain road public LGU and GEF
d to mrt-lrt emissions transport DOE
stn Reduced After project, Social DOST 5/5
traffic start data acceptability NEDA
Edsa- gathering to Cost of NGOs
commonwealt C advantage compare transport
h don’t know baseline to new
C5 data

Stations to
integrate
parking areas
(e.g. bike)

Presenters discusses their respective group’s exercise outputs

14


After the presentation, some of the participants also shared their insights. According to Ms.
Dayao, most of the time people see political will and having no support from government as
barriers. But citizens can be organized to make our cities more livable. She also emphasized
that as citizens we should be part of the process from the start and find ways to be involved.
There are ways to move around and address the barriers. Our leaders are usually looking at
the short term plans. The key is to harness our energy and push forward with our agenda
that do not require political will.

Mr. Pineda acknowledged that the proposals are very good. However, Mr. Pineda pointed
that what most did not encompass is the efficiency aspect. Without considering this, it can
be counterproductive in the long run. In addition, carbon accounting and logistics are also
not included. Most proposals only consider movement of people but not goods.

Heather Allen mentioned to the participants that the implementation can be top-down or
bottom-up. She also emphasized that bike programs can be started tomorrow. Monorail can
have big impact but may be difficult to implement. To look at the long term, it is important
to start something that will enable the realization of low-carbon transport.

The group took a vote on the projects presented. The results are as follows:

Project 1 (bikes) – 11
Project 2(e-bus) – 5
Project 3 (ASBU) – 4
Project 4 (rail) – 8

Afterwards, Ms. Allen posted the following questions:
1. What have you learned most?
2. What are the simple things that you would do to lead towards low-carbon?

The following were some of the direct feedback from participants:
 Paolo (DOST-PCIERD) – I learned how to compute CO2 emission. Our agency is also
cooperating with Japanese group for the calculation of energy audit. The topics
presented provided me with new information. I also like the proposed projects
presented. It’s good that we were able to produce good quality projects even in a
short time.
 Christine (Marikina) – I learned a lot from this training. I am new in the field of
transport and I would like to apply what I learned in my current work. On the slides
presented, it would be good to use local data so we can relate to the figures.
 Evelyn Dangat (Valenzuela) – I learned a lot especially in calculating C emissions
especially in greenhouse gas inventory that we are doing now. Thank you for having
this seminar.

15


CLOSING PROGRAM

The program ended with Dr. Segundo
Romero and Ms. Allen awarding the
certificate of participation to the participants
who had successfully completed the training
(see Annex 9 for sample certificate).

Dr. Romero also gave the closing remarks.
In his closing remarks, Dr. Romero
expressed that he is happy to finish the
course especially with local governments. He
always believed that LGUs are one of the 2
propellers of bikelane Philippines.

Citing Singporeans as an example, we need
100 hours of training per year for you to be
competent to your job. It is not only for
bosses but also from the janitorial level to
the highest level. If you cannot get it from
your agencies, do it yourselves. How can we
compete for 2.5 weeks vs. 2 day s?

He emphasized that the participants were
not brought kin the training just to listen Top Photo: Awarding of certificateClosing Remarks
Bottom photo: Dr. Romero giving
to a participant

but to also continue what we have started.
The Catalyzing New Mobility in Cities Project will put up a project management site.

He also highlighted that we want that we want the participants to be speakers and trainers
themselves. He encouraged the private individuals and NGOs to inform their LGUs
particularly the mayor of each city about this alternative approach and perspective on
sustainable transport and climate change. Lastly, he introduced the website put up by ASoG
as an additional web
resource.

Before formally closing
the training, Ms. Allen
emphasized that the
implementation will be
up to the participants.
She also took that
opportunity to thank
the participants and
organizers.

Group photo of the participants and resource speakers of the training

16


CONCLUSION

The program ended with a general consensus that there was a need to shift from traditional
approaches to innovative means to address climate change and transport. This could be
coupled with Avoid-Shift-Improve Framework. Moreover, it was also noted that
stakeholders must be made aware of the opportunities in light of climate change and that
some would include new business models for inclusive mobility.

TRAINING EVALUATION

After the training, evaluation forms were distributed, and a total of 29 participants
responded. Ms. Heather Allen prepared the evaluation report entitled Bridging the Gap:
Pathways for Transport. Report on GIZ Low Carbon Transport and Climate Change
Training, Manila, Philippines (see Annex 10 for the full report).

The training program was given a high-rating over-all. Majority of the participants wanted to
take further training modules from the Ateneo School of Government, CAI-Asia, and GIZ.

Prepared By:
Lorenzo V. Cordova, Jr. | Iresha Rathnasena | Miguel Serapio

17

ANNEX 1
Module 1 – Sustainable Transport and Climate Change

Sustainable
transport and
climate change
Manila, Philippines
Module 1 March 19, 2012
Danielle Guillen

01.05.2012 Seite 1

This training is based on the work of the Bridging the
Gap initiative. „Bridging the Gap: Pathways for Transport
in a Post 2012 Process‟ is a partnership that was formed
to bridge the gap between the transport and climate
change sectors.

For more information about the work of Bridging the Gap
visit their website: http://www.transport2012.org/

01.05.2012 Seite 2
Seite 2

1

Module overview

Climate change

Controlling GHG emissions without
compromising economic growth or
mobility

Social and economic impacts of low
carbon transport

Module summary

01.05.2012 Seite 3
Seite 3

CLIMATE CHANGE

An introduction to the concept, and of the land transport sector‟s
contribution to it

01.05.2012 Seite 4
Seite 4

2

What is climate change?
“Climate change refers to a change in the state of
the climate that can be identified by changes in the
mean and/or the variability of its properties, and that
persists for an extended period, typically decades or
longer. Climate change may be due to natural
internal processes or external forcings, or to
persistent anthropogenic changes in the
composition of the atmosphere or in land use.”
Intergovernmental Panel on Climate Change (IPCC)

01.05.2012 Seite 5
Seite 5

Why do we need to address
climate change?

Source: IPCC (2007)
01.05.2012 Seite 6
Seite 6

3

“Cutting emissions sufficiently to meet the 2°C
goal would require a far-reaching transformation
of the global energy system… Reaching that goal
would require a phenomenal policy push by
governments worldwide.”

IEA (2010)

01.05.2012 Seite 7
Seite 7

The 2oC target can be met

Source: IEA (2009)
01.05.2012 Seite 8
Seite 8

4

CO2 emissions (metric tonnes per capita)

0.00
10.00
20.00
30.00

Afghanistan 0.02
Central African… 0.06
Ethiopia 0.08
Nepal 0.12
Kenya 0.30
Zimbabwe 0.77
Philippines 0.80
India 1.43
Indonesia 1.71
Brazil 1.94
Panama 2.16
Korea, Dem. Rep. 2.94
Mexico 4.31
China 4.96
France 5.82
Iran, Islamic Rep. 6.94
Malaysia 7.18
United Kingdom 8.84
South Africa 8.98
Germany 9.57
Japan 9.81
Korea, Rep. 10.38
Per capita CO2 emissions

Russian Federation 10.81
Singapore 11.80

01.05.2012
GHG emissions by sector in 2005
01.05.2012

United States 19.34
Luxembourg 22.57
United Arab Emirates 25.05
Source: World Bank, 2011
Seite 9
Seite 9

Seite 10
Seite 10
Source: IPCC (2007)

5

CO2 emissions by sector in 2008

Source:
International
Energy Agency
(IEA) (2009)
01.05.2012 Seite 11
Seite 11

Transport sector CO2 emissions

In CO2 terms…

Source: Bongardt (2009) based on IEA data
Page  12
01.05.2012 Seite 12
Seite 12

6

Estimated changes to energy consumption by
sector and region between 2007 and 2050

Source: International Energy Agency (IEA) (2009)
Page  13
01.05.2012 Seite 13
Seite 13

Increase in transport vehicles and activity

Passenger light-duty vehicle fleet and ownership rates
in key regions

Source: IEA WEO (2009)

Page  14 01.05.2012 Seite 14
Seite 14

7

01.05.2012 Seite 15
Seite 15

01.05.2012 Seite 16
Seite 16

8

Source: ITF/OECD (2010)

01.05.2012 Seite 17
Seite 17

01.05.2012 Seite 18
Seite 18

9

Population split of urban and rural cities in 2010 and 2050

Source: UN, 2007 in World Bank, 2010
01.05.2012 Seite 19
Seite 19

Stop point

01.05.2012 Seite 20
Seite 20

10

CONTROLLING GHG
EMISSIONS WITHOUT
COMPROMISING ECONOMIC
GROWTH OR MOBILITY
An introduction to the drivers of GHG emissions from land transport
and to strategies to manage them

01.05.2012 Seite 21
Seite 21

Source: UITP, 2006 (courtesy of SYSTRA)
01.05.2012 Seite 22
Seite 22

11

ASIF – drivers of emissions from transport

Si
G (Carbon A Fi,j
Modal Ii
emissions Total Activity Carbon
from Structure Modal Energy
(passenger or Content of
transport) (travel by Intensity
freight travel) Fuels
mode)

Load factor
Modal travel (passengers
share (MSi) or tons per
veh-km) (Li)

Modal Energy
Intensity (Ii)
Technological
energy
efficiency (Ei)

Vehicle Fuel
Intensity
On-road
impacts (e.g.
Vehicle drive cycles,
Characteristics traffic
(Vci) congestion)

01.05.2012 Seite 23
Seite 23

Avoid-Shift-Improve (ASI)
transport strategy

01.05.2012 Seite 24
Seite 24

12

Avoid-Shift-Improve in practice

01.05.2012 Seite 25
Seite 25

Avoid/Reduce travel demand

How can unnecessary trips be
avoided?

 Smart logistics
 High-density mixed land-use
planning
 Information Communication
Technology (ICT)
 Smart pricing
 Restricting parking supply.

01.05.2012 Seite 26
Seite 26

13

Reducing travel demand in practice

Carbon footprints of journeys by residents in three different neighbourhoods
in Toronto, Canada.

Source: Dan Hoornweb/World Ban, 2010
01.05.2012 Seite 27
Seite 27

Reducing travel demand in practice
Source: Kenworthy, 2008

01.05.2012 Seite 28
Seite 28

14

Shift to/maintain demand for low carbon modes

Walking and cycling

01.05.2012 Seite 29
Seite 29


01.05.2012 Seite 30
Seite 30

15


01.05.2012 Seite 31
Seite 31

The need to maintain demand for low carbon modes

01.05.2012 Seite 32
Seite 32

16

Public transport supports efficient cities

01.05.2012 Seite 33
Seite 33

Shift/maintain travel demand

How can travel demand be
shifted to more efficient
modes of transport?
 Transport Demand
Management (TDM):
 “Push” measures (e.g.
road pricing)
 “Pull” measures (e.g.
enhancing provision for
non-motorised transport;
improving accessibility
and affordability of public
© Karl Fjellstrom, 2006
transport.
01.05.2012 Seite 34
Seite 34

17

Improving energy efficiency of travel

How can the energy efficiency of
travel be improved?

 Enhance vehicle energy
efficiency
 Train in eco-driving principles
 Improve low carbon fuels
 Renew vehicle fleets
 Reduce fuel subsidies
 Regulate vehicle design.

01.05.2012 Seite 35
Seite 35

Improving energy efficiency
60
(reduction in Improvement in Fuel Economy
(reduction in fuel use) (L/100km)

50
Percent Improvement in Fuel Economy
Percent fuel use) (L/100km)

40

30

20

10

0
Conventional Advanced Hybrid Conventional Advanced Hybrid Diesel
Gasoline Gasoline Gasoline Diesel Diesel Vehicle
Vehicle Vehicle Vehicle Vehicle Vehicle

Source: IEA, 2008

01.05.2012 Seite 36
Seite 36

18

Improving efficiency of travel

Source: Barth and Boriboonsomsin, 2008 in Replogle, 2010
01.05.2012 Seite 37
Seite 37

Impact of Avoid-Shift-Improve

„Improve‟ measures
44% emission reduction

„Avoid‟ and „shift‟
measures
20% emission reduction

Source: EEA, 2010
01.05.2012 Seite 38
Seite 38

19

The importance of policy packages rather than
single measures

01.05.2012 Seite 39
Seite 39

SOCIAL AND ECONOMIC
IMPACTS OF LOW CARBON
TRANSPORT
An introduction to the co-benefits of sustainable low carbon
transport

01.05.2012 Seite 40
Seite 40

20

The future?

© Ko Sakamoto, 2010
01.05.2012 Seite 41
Seite 41

Cross-sector synergies

Transport Low carbon
transport is a
Economy
cost effective
Education solution to the
achievement
Health of economy-
Energy wide
efficiency
objectives

01.05.2012 Seite 42
Seite 42

21

Reducing social and economic costs

 Air pollution from transport in developing countries
costs up to 2% of many countries‟ GDP
 Air pollution from transport in polluted cities such as
Bangkok and Jakarta costs up to 10% of their GDP
 External costs of particulates and other vehicle
emissions (excluding lead) are equivalent to 60% of
the import cost of gasoline and 200% of the import
cost of diesel
 Congestion increases public transport operating costs
by 10% in Rio de Janeiro and 16% in São Paulo
 Congestion and associated road traffic delays and
unreliability can reduce growth of GDP

01.05.2012 Seite 43
Seite 43

MODULE SUMMARY
An overview of key points

01.05.2012 Seite 44
Seite 44

22

Summary

 The carbon intensive transport systems of
developed countries are not sustainable
 Transport cannot be sustainable unless it is low
carbon
 A low carbon development trajectory does not
restrict economic development or mobility
 The concepts underlying low carbon transport
systems are not complex
 The ASIF approach summarises the drivers of
GHG emissions, which should be addressed
 The Avoid-Shift-Improve approach to transport
strategy development can set developing
countries on the path to realising wider
economic, social and environmental benefits.

01.05.2012 Seite 45
Seite 45

Module 1 overview

Acknowledge the
need to recognise
climate change

Recognise and
Realise the Be aware of
Recognise the communicate
potential to de- the Avoid-Shift-
Understand the drivers of GHG the wider
couple mobility Improve
source of GHG emissions from benefits of
and GHG approach to
emissions the transport sustainable low
emissions from transport
sector carbon
transport strategy
transport.

Be equipped to
mitigate against
GHG emissions
from the land
transport sector.
01.05.2012 Seite 46
Seite 46

23

GIZ SUTP project
sutp@sutp.org
transport@gtz.de

01.05.2012 Seite 47
Seite 47

01.05.2012 Seite 48
Seite 48

24

Reducing energy in public
transport

Source Ticket to Kyoto www.tickettokyoto.eu
01.05.2012 Seite 49
Seite 49

Benefits of low carbon transport

Low carbon
transport

01.05.2012 Seite 50
Seite 50

25

Creating green jobs

 Public transport contributes between €130 billion
and €150 billion to the European economy
(approx 1.2% of its GDP)
 In 2008, public transport operators in the EU-27
employed approximately 1.2 million people
 Low carbon transport also creates „green‟ jobs in:
 Infrastructure to support green transport modes, such
as public transport and non-motorised transport
 Alternative fuels
 Technologies to enact green transport, e.g. GPS
systems, Intelligent Transport Systems, green logistics
etc.

Page  51
01.05.2012 Seite 51
Seite 51

Reducing poverty

 Increasing provision for private cars is
inequitable, benefiting wealthier citizens
 Journeys for low income citizens in
developing countries can be excessively
long and costly, exacerbated by urban
sprawl
 Investment in non-motorised and public
transport can increase accessibility to jobs
and services – especially if targeted to
where the urban poor live and work
 Transport subsidies can be a safety net for
low income groups. Page  52
01.05.2012 Seite 52
Seite 52

26

Road safety

 0.5 million people die and 15 million people are
injured in urban road collisions in developing
countries every year
 Collisions cost developing countries between 1
to 2% of their GDP
 Economic cost of accidents in developing
countries has been estimated as the same
value as total aid and lending to these countries
 Measures to manage traffic to control its energy
efficiency can reduce risk to NMT users
 Enhancing NMT infrastructure can better
protect its users.

01.05.2012 Seite 53
Seite 53

27

ANNEX 2
Sustainable Transport and the Climate Process

Sustainable
transport and the
climate process
Manila, Philippines
Module 2 March 19, 2012
Heather Allen

01.05.2012 Seite 1

This training is based on the work of the Bridging the
Gap initiative. „Bridging the Gap: Pathways for Transport
in a Post 2012 Process‟ is a partnership that was formed
to bridge the gap between the transport and climate
change sectors.

For more information about the work of Bridging the Gap
visit their website: http://www.transport2012.org/

01.05.2012 Seite 2
Seite 2

1

Module overview

The UNFCCC

Land transport and the
Kyoto Protocol

Land transport post 2012

Module summary

01.05.2012 Seite 3
Seite 3

THE UNFCCC

An introduction to the United Nations Framework Convention on
Climate Change

01.05.2012 Seite 4
Seite 4

2

What is the UNFCCC?
 United Nations Framework
Convention on Climate Change.
 An international treaty
 Adopted in 1992
 Aim: “to stabilise greenhouse gas
concentrations in the atmosphere at a level that
will prevent dangerous human interference with
the climate system.”

01.05.2012 Seite 5
Seite 5

Signatories of the UNFCCC
 194 Parties
- Annex I
Industrialised countries that were members of the OECD in 1992
and countries with economies in transition.
- Annex II
Industrialised countries that were members of the OECD. These
are required to provide financial resources to support climate
change mitigation and adaptation in Non-Annex I Parties, and to
promote the development and transfer of technologies to Annex I
Parties and Non-Annex I Parties.
- Non-Annex I
Mainly developing countries, including Least Developed Countries.

01.05.2012 Seite 6
Seite 6

3

How does the UNFCCC work?
 Intergovernmental process
 The Secretariat facilitates the
implementation of the Convention
 The Convention is non-legally
binding, but it can set „protocols‟
 Progress is assessed at annual
„Conferences of the Parties‟ (COP)
 Decision making at the COP is done
by consensus.

01.05.2012 Seite 7
Seite 7

An holistic approach to climate change

“A human intervention to
reduce the sources or
Mitigation
enhance the sinks of
greenhouse gases.”

UNFCCC
“An adjustment in natural
or human systems in
response to actual or
Adaptation expected climate change
or its impacts which
moderates harm or exploits
beneficial opportunities.”

01.05.2012 Seite 8
Seite 8

4

UNFCCC bodies
Channels of advice
UNFCCC bodies

Conference of the Parties (COP)

Ad Hoc Working
Subsidiary Body Ad Hoc Working Group on Further
Subsidiary Body
for Scientific and Group on Long- Commitments for
for Implementation
Technological term Co-operative Annex I Parties
(SBI)
Advice (SBSTA) Action (AWG-LCA) under the Kyoto
Protocol (AWG-KP)

Subsidiary Bodies (SB) Temporary Working Groups (AWGs)

01.05.2012 Seite 9
Seite 9

Observer organisations
 Intergovernmental organisations (IGOs)
 Non-Governmental Organisations (NGOs)

01.05.2012 Seite 10
Seite 10

5

The Kyoto Protocol

 The first international agreement to mandate
(legally bind) domestic GHG emission reductions
 The Treaty was agreed in 1997 and entered into
force in 2005
 Nearly all Parties to the UNFCCC have signed the
Kyoto Protocol (KP)
 The USA is a notable exception
 Developing countries (Non-Annex I Parties) are
not committed to reducing emissions under the KP
 Collective emission reduction pledges of 29% on
1990 levels by 2012
 There are no procedures in place to punish
countries that do not deliver their pledge.
01.05.2012 Seite 11
Seite 11

UNFCCC milestones
Milestone Year Description
Signing of the 1992 Signed in Rio, it was a voluntary commitment for Annex I
Convention Parties to seek to stabilise their emissions from 1990 to 2000.

Adoption of the 1997 This set a „legally binding‟ target for Annex I Parties to reduce their
collective emissions by 5% on 1990 levels by 2012, and introduced
Kyoto Protocol 3 policy measures to support this.
Marrakesh Accords 2001 Agreements setting out numerous provisions to support the
operationalisation of the Kyoto Protocol.
Kyoto Protocol 2005 This took place at COP11 in Montreal.
entered into force
Nairobi Work 2005 SBSTA launched a 5 year work programme to explore the impacts,
Programme vulnerability and adaptation to climate change.

Bali Action Plan 2007 COP13 produced this „road map‟ for a negotiation process for a
new international climate agreement, with completion aimed for
COP 15 in 2009.

Copenhagen 2009 Annex-I Parties pledged to provide „new and additional finance‟ and
set emission reduction targets to 2020. Non-Annex I Parties agreed
Agreement to conduct mitigation activities (NAMAs).
Cancún 2010 These outputs of COP16 continued and developed negotiations in
respect to adaptation and mitigation, including related finance and
Agreements technology provisions.
01.05.2012 Seite 12
Seite 12

6

Any questions

01.05.2012 Seite 13
Seite 13

UNFCCC support for non-Annex I Parties

Finance

Capacity building

Technology transfer

01.05.2012 Seite 14
Seite 14

7

Finance under the UNFCCC

UNFCCC‟s financial Global
Environmental
mechanism Facility (GEF)

Least
Special Climate
Developed
„Special‟ funds Change Fund
Countries Fund
Adaptation Fund
(SCCF) (LDCF)

Clean
Joint
Development Emissions
Carbon market Mechanism
Implementation
trading
(JI)
(CDM)

Green Climate
Emerging funds Fund (GCF)

01.05.2012 Seite 15
Seite 15

Capacity building

„The process of developing the technical skills
and institutional capability in developing
countries and economies in transition to enable
them to address effectively the causes and
results of climate change.‟

01.05.2012 Seite 16
Seite 16

8

Scope of capacity building

 Institutional capacity building, including the
strengthening or establishment of national climate
change secretariats or national focal points
 Enhancement and/or creation of an enabling
environment
 National communications
 National climate change programmes
 GHG emission inventories and systems for
collecting, managing and utilising associated data
 Improved decision-making
 Education, training and public awareness.
01.05.2012 Seite 17
Seite 17

Technology transfer

„The developed country Parties… shall take all
practical steps to promote, facilitate and finance,
as appropriate, the transfer of, or access to,
environmentally sound technologies and know-
how to other Parties… to enable them to
implement the provisions of the Convention.‟

01.05.2012 Seite 18
Seite 18

9

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