Colombia.png
To edit this page, log in and click on "edit with form" above
Colombia

Description

Overview
Sector Transport
Focus area Urban planning and Transit management
Type of action Strategy/Policy
Scope National
Stage Under development
Submitted to UNFCCC registry No
Start of initiative
(no data)
Financing and support details
Financing status
(no data)
Total cost EUR 139.33 mln
Financing requested EUR 139 mln
Financing received to-date
(no data)
Principal source of financing
(no data)
Principal type of financing
(no data)
Capacity building required Unknown
Technology transfer required Unknown
Additional information
Proponent(s) Ministry of Transport, Colombia
International funder(s)
(no data)
Organization providing technical support GIZ
Contact Not available
Objective:

Transit-Oriented Development in Colombia

Activities: (2015 - 2017)
Detailed activities are not available yet

Impact and MRV

pChart

Cumulative GHG reductions: No data available
Mitigative capacity:

Ex-ante estimations: Since the actual measures as well as most of the participating cities are not known yet, the mitigation impact cannot be determined at this stage. The following explanations will describe an order of magnitude of the potential mitigation impact of NAMA SUTRI. The main urban transport measures as listed in Annex 1 of RAN-GRK indicate an emission reduction potential of approximately 4.7 MtCO2-eq until 2020, with further reductions possible by implementing internationally supported measures. Road transport baseline emissions are estimated to be 77 Mt per year for urban areas in 2020. This translates into approximately 0.6 t CO2-eq per capita and year for urban dwellers, average across Indonesia. Generally speaking an overall emission reduction potential of over 25% for urban transport appears to be possible for a comprehensive package of policies, as suggested by literature (TRL et al., 2010 ). Assuming 10 cities will participate in the NAMA, 3 metropolitan, 4 large and 3 medium sized, with estimated baseline emissions of 5.9 MtCO2-eq per year in 2020, this would lead to 0.6-1.2 Mt/yr emission reduction in 2020, based on a conservative scenario of 10% reduction and an optimistic scenario of 20%. Based on these assumptions the emission reduction may range between 3 and 6 MtCO2-eq until 2025.

In addition to these direct emission reduction impacts, this NAMA Support Project will have indirect, long-term impacts. The successful application of the sustainable transport practices in the target cities will create learning and stimulate and speed-up replication in other cities in Indonesia. In this way, the NAMA could have a transformational impact on the urban transport sector. The indirect emission reduction potential is by far larger compared to expected direct emissions reductions."Ex-ante estimations: Since the actual measures as well as most of the participating cities are not known yet, the mitigation impact cannot be determined at this stage. The following explanations will describe an order of magnitude of the potential mitigation impact of NAMA SUTRI. The main urban transport measures as listed in Annex 1 of RAN-GRK indicate an emission reduction potential of approximately 4.7 MtCO2-eq until 2020, with further reductions possible by implementing internationally supported measures. Road transport baseline emissions are estimated to be 77 Mt per year for urban areas in 2020. This translates into approximately 0.6 t CO2-eq per capita and year for urban dwellers, average across Indonesia. Generally speaking an overall emission reduction potential of over 25% for urban transport appears to be possible for a comprehensive package of policies, as suggested by literature (TRL et al., 2010 ). Assuming 10 cities will participate in the NAMA, 3 metropolitan, 4 large and 3 medium sized, with estimated baseline emissions of 5.9 MtCO2-eq per year in 2020, this would lead to 0.6-1.2 Mt/yr emission reduction in 2020, based on a conservative scenario of 10% reduction and an optimistic scenario of 20%. Based on these assumptions the emission reduction may range between 3 and 6 MtCO2-eq until 2025.

In addition to these direct emission reduction impacts, this NAMA Support Project will have indirect, long-term impacts. The successful application of the sustainable transport practices in the target cities will create learning and stimulate and speed-up replication in other cities in Indonesia. In this way, the NAMA could have a transformational impact on the urban transport sector. The indirect emission reduction potential is by far larger compared to expected direct emissions reductions." cannot be used as a page name in this wiki.

Co-benefits:

Social: The improvement of urban transport conditions leads to several co-benefits for the local population and environment: e.g. reduced congestion, improved air quality, liveability, and improved competitiveness.

The specific co-benefits for each city will be elaborated once the policies have been decided.

Economic: Information has not been provided
Environmental: Information has not been provided

MRV Framework:

The MRV concept will build up on an existing monitoring system for transport in cities which focusses on public transport and non-motorised transport. This monitoring framework will be the basis for the MRV framework of NAMA SUTRI. In addition to the existing indicators, the MRV framework of NAMA SUTRI will also cover indicators on the overall transport situation, travel behaviour and co-benefits of the local population. This is relevant for local decision makers and helps to evaluate the impact of certain measures. A monitoring framework for RAN GRK is currently under development. Since the GHG mitigation related activities are all coordinated by the same department in the Ministry of Transport it will be ensured that both concepts are in line.


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Difference between revisions of "Integrated Urban Mobility Systems as a Crediting Mechanism"

From NAMA Database
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Line 1: Line 1:
 
{{NAMA Input Template
 
{{NAMA Input Template
|Title=Transit-Oriented Development in Colombia
 
|Summary=The objectives of the NAMA are to support the Federal Mass Transit Programme through capacity building and improving internal processes to speed up project development. Its aim is to reduce GHG emissions from the urban transport sector by supporting new and existing actions of the programs of the National Works and Public Services Bank (BANOBRAS) and the National Fund for Infrastructure (FONADIN).  The mitigation actions that it would support include: mass transit systems, optimization of existing public transport routes, vehicle technology and alternative fuels, non-motorized transport, transport demand management, and intelligent transit systems.
 
The NAMA would target the 29 metropolitan areas of the country that have more than 500,000 inhabitants, therefore having the potential to transform urban transport systems.  This activity is currently seeking support to an estimated value of US$380 million. The Ministry of Environment would be the implementing entity.
 
|Verified by responsible institution=Under review
 
 
|Country name=Colombia
 
|Country name=Colombia
 +
|Type of NAMA=Supported (with unilateral elements)
 +
|Sector name=Transport
 +
|Sub-sector=Urban planning and Transit management
 +
|Sub-sector=Urban planning and Transit management
 +
|Sub-sector=Urban planning and Transit management
 +
|Sub-sector=Urban planning and Transit management
 +
|Sub-sector=Urban planning and Transit management
 +
|Sub-sector=Urban planning and Transit management
 +
|Sub-sector=Urban planning and Transit management
 +
|Stage=Under development
 +
|UNFCCC registry submission=No
 +
|Type of action=Strategy/Policy
 +
|Scope of action=National
 
|Proponent=Ministry of Transport, Colombia
 
|Proponent=Ministry of Transport, Colombia
 
|Contact name=Not available
 
|Contact name=Not available
 +
|Organizations providing technical support=GIZ
 +
|Financial support=Unknown
 +
|Technology transfer support=Unknown
 +
|Capacity building support=Unknown
 +
|Title=Transit-Oriented Development in Colombia
 +
|Objective=Transit-Oriented Development in Colombia
 
|Start of implementation=2015
 
|Start of implementation=2015
 
|End of implementation=2017
 
|End of implementation=2017
 +
|Currency=EUR
 +
|Total cost=139.33
 +
|Financing requested=139
 +
|Mitigate 2020=2.617
 +
|Mitigative capacity value=Ex-ante estimations: Since the actual measures as well as most of the participating cities are not known yet, the mitigation impact cannot be determined at this stage. The following explanations will describe an order of magnitude of the potential mitigation impact of NAMA SUTRI.
 +
The main urban transport measures as listed in Annex 1 of RAN-GRK indicate an emission reduction potential of approximately 4.7 MtCO2-eq until 2020, with further reductions possible by implementing internationally supported measures. 
 +
Road transport baseline emissions are estimated to be 77 Mt per year for urban areas in 2020. This translates into approximately 0.6 t CO2-eq per capita and year for urban dwellers, average across Indonesia. Generally speaking an overall emission reduction potential of over 25% for urban transport appears to be possible for a comprehensive package of policies, as suggested by literature (TRL et al., 2010 ). Assuming 10 cities will participate in the NAMA, 3 metropolitan, 4 large and 3 medium sized, with estimated baseline emissions of 5.9 MtCO2-eq per year in 2020, this would lead to 0.6-1.2 Mt/yr emission reduction in 2020, based on a conservative scenario of 10% reduction and an optimistic scenario of 20%. Based on these assumptions the emission reduction may range between 3 and 6 MtCO2-eq until 2025.
 +
 +
In addition to these direct emission reduction impacts, this NAMA Support Project will have indirect, long-term impacts. The successful application of the sustainable transport practices in the target cities will create learning and stimulate and speed-up replication in other cities in Indonesia. In this way, the NAMA could have a transformational impact on the urban transport sector. The indirect emission reduction potential is by far larger compared to expected direct emissions reductions.
 +
|Social benefits=The improvement of urban transport conditions leads to several co-benefits for the local population and environment: e.g. reduced congestion, improved air quality, liveability, and improved competitiveness.
 +
 +
The specific co-benefits for each city will be elaborated once the policies have been decided.
 +
|MRV approach=The MRV concept will build up on an existing monitoring system for transport in cities which focusses on public transport and non-motorised transport.
 +
This monitoring framework will be the basis for the MRV framework of NAMA SUTRI. In addition to the existing indicators, the MRV framework of NAMA SUTRI will also cover indicators on the overall transport situation, travel behaviour and co-benefits of the local population. This is relevant for local decision makers and helps to evaluate the impact of certain measures. 
 +
A monitoring framework for RAN GRK is currently under development. Since the GHG mitigation related activities are all coordinated by the same department in the Ministry of Transport it will be ensured that both concepts are in line.
 +
|Highlight=No
 +
|Summary=The objectives of the NAMA are to support the Federal Mass Transit Programme through capacity building and improving internal processes to speed up project development. Its aim is to reduce GHG emissions from the urban transport sector by supporting new and existing actions of the programs of the National Works and Public Services Bank (BANOBRAS) and the National Fund for Infrastructure (FONADIN).  The mitigation actions that it would support include: mass transit systems, optimization of existing public transport routes, vehicle technology and alternative fuels, non-motorized transport, transport demand management, and intelligent transit systems.
 +
The NAMA would target the 29 metropolitan areas of the country that have more than 500,000 inhabitants, therefore having the potential to transform urban transport systems.  This activity is currently seeking support to an estimated value of US$380 million. The Ministry of Environment would be the implementing entity.
 +
|Verified by responsible institution=Under review
 
|Duration of implementation to be decided=No
 
|Duration of implementation to be decided=No
 
|Duration of implementation unknown=No
 
|Duration of implementation unknown=No
|UNFCCC registry submission=No
 
 
|UNFCCC registration number=
 
|UNFCCC registration number=
|Stage=Under development
 
|Type of NAMA=Supported (with unilateral elements)
 
|Scope of action=National
 
|Type of action=Policy/Program
 
 
|Type of policy instruments=Regulations, Economic instruments, Public spending/investments
 
|Type of policy instruments=Regulations, Economic instruments, Public spending/investments
 
|Type of Approach=A (Avoid), S (Shift), I (Improve)
 
|Type of Approach=A (Avoid), S (Shift), I (Improve)
Line 22: Line 51:
 
|Transport mode=Bus, Rail, Car, Motorcycle, Cycling
 
|Transport mode=Bus, Rail, Car, Motorcycle, Cycling
 
|Type of partners=Public sector, Private sector, International organizations
 
|Type of partners=Public sector, Private sector, International organizations
|Organizations providing technical support=GIZ
 
 
|Type of support requested=Technical support (incl. Capacity Building), Financial support
 
|Type of support requested=Technical support (incl. Capacity Building), Financial support
 
|Policy context=This NAMA activity has been designed to complement the existing transport Federal Mass Transit Program (PROTRAM) and the Urban Transport Transformation Program (UTTP). PROTRAM was launched in 2009 to promote sustainable, efficient urban transport systems and is part of the National Infrastructure Fund (FONADIN). UTTP is a program launched by the World Bank in 2010 with the aim of contributing to the transformation of urban transport in Mexican cities toward a lower carbon growth path.).
 
|Policy context=This NAMA activity has been designed to complement the existing transport Federal Mass Transit Program (PROTRAM) and the Urban Transport Transformation Program (UTTP). PROTRAM was launched in 2009 to promote sustainable, efficient urban transport systems and is part of the National Infrastructure Fund (FONADIN). UTTP is a program launched by the World Bank in 2010 with the aim of contributing to the transformation of urban transport in Mexican cities toward a lower carbon growth path.).
Line 39: Line 67:
 
• NAMA implementation: SEMARNAT will develop a Coordination Entity, which will be responsible for the implementation and control of the NAMA, and the General Direction for Climate Change Policies (DGPCC) within SEMARNAT will oversee the activities of the Coordination Entity.
 
• NAMA implementation: SEMARNAT will develop a Coordination Entity, which will be responsible for the implementation and control of the NAMA, and the General Direction for Climate Change Policies (DGPCC) within SEMARNAT will oversee the activities of the Coordination Entity.
 
|Lessons Learned (Technical design of the NAMA)=The NAMA developers found the extensive stakeholder consultation upon which the NAMA was identified and developed to be incredibly valuable.  It resulted in the identification of new ideas and the evolution of concepts identified through systematic desk-based research.
 
|Lessons Learned (Technical design of the NAMA)=The NAMA developers found the extensive stakeholder consultation upon which the NAMA was identified and developed to be incredibly valuable.  It resulted in the identification of new ideas and the evolution of concepts identified through systematic desk-based research.
|MRV approach=The MRV concept will build up on an existing monitoring system for transport in cities which focusses on public transport and non-motorised transport.
 
This monitoring framework will be the basis for the MRV framework of NAMA SUTRI. In addition to the existing indicators, the MRV framework of NAMA SUTRI will also cover indicators on the overall transport situation, travel behaviour and co-benefits of the local population. This is relevant for local decision makers and helps to evaluate the impact of certain measures. 
 
A monitoring framework for RAN GRK is currently under development. Since the GHG mitigation related activities are all coordinated by the same department in the Ministry of Transport it will be ensured that both concepts are in line.
 
 
|Available data and data needs=The data needed to quantify the emission reductions includes vehicle fleet size, use intensity of each mode, gross efficiency of each mode, and fuel information. The data can be obtained from Ministry of Transport and Communication, the National Institute of Statistics and Geography (INEGI), the Mexican Petroleum Institute and the Mexican Transport Institute (IMP).
 
|Available data and data needs=The data needed to quantify the emission reductions includes vehicle fleet size, use intensity of each mode, gross efficiency of each mode, and fuel information. The data can be obtained from Ministry of Transport and Communication, the National Institute of Statistics and Geography (INEGI), the Mexican Petroleum Institute and the Mexican Transport Institute (IMP).
 
|Methodologies=- Monitoring: the actual quantification of the emission reduction will be fully developed in the next phase of the NAMA.  
 
|Methodologies=- Monitoring: the actual quantification of the emission reduction will be fully developed in the next phase of the NAMA.  
Line 48: Line 73:
 
- Stakeholders Involved: SEMARNAT is in the process of analysing an MRV framework for NAMAs, inventories, LEDS, and financial support and the Inter-ministerial Commission on Climate Change (CICC) is taking the lead on bringing the project to fruition. SEMARNAT will manage and design the platform.
 
- Stakeholders Involved: SEMARNAT is in the process of analysing an MRV framework for NAMAs, inventories, LEDS, and financial support and the Inter-ministerial Commission on Climate Change (CICC) is taking the lead on bringing the project to fruition. SEMARNAT will manage and design the platform.
 
|Lessons learned (MRV)=The complete MRV process will be developed in the next phase but the proposal outlines an initial suggestion to facilitate the process as well as key questions that need to be answered to develop an acceptable approach to MRV.  This process has highlighted a number of challenges, which include the necessity to develop a national platform to centralize data and initiatives around GHG emission reduction.
 
|Lessons learned (MRV)=The complete MRV process will be developed in the next phase but the proposal outlines an initial suggestion to facilitate the process as well as key questions that need to be answered to develop an acceptable approach to MRV.  This process has highlighted a number of challenges, which include the necessity to develop a national platform to centralize data and initiatives around GHG emission reduction.
|Currency=EUR
 
 
|Costs for NAMA preparation=Initial activities and engagements needed to develop the NAMA will incur the following costs, with a grand total of $195,000.  • Urban mobility context: $50,000 • Institutional strengthening and capacity building: $75,000 • Co-benefits assessment: $70,000
 
|Costs for NAMA preparation=Initial activities and engagements needed to develop the NAMA will incur the following costs, with a grand total of $195,000.  • Urban mobility context: $50,000 • Institutional strengthening and capacity building: $75,000 • Co-benefits assessment: $70,000
|Total cost=The full cost of implementation is estimated to be 130,213,084.11 and the estimated incremental cost is 9,114,915.89.  The total amount of support being requested for implementation is 139,328,000.00.  A breakdown is not available as detailed designs and requirements still need to be prepared for each of the 19 road sections.
 
 
|Profitability of mitigation actions and financing structure=Mexico will be able to put into the crediting market the GHG credits produced by the NAMA as a way to recover initial investments. Net GHG reductions will be assessed against the national crediting baseline and the allocation of credits resulting from the implementation of the Integrated Urban Mobility System will be divided among BANOBRAS and the municipalities and entities that implemented the NAMA. Once the GHG emission reduction is verified, it will be posted on the crediting markets by BANOBRAS. BANOBRAS will distribute the funds according to the following criteria:
 
|Profitability of mitigation actions and financing structure=Mexico will be able to put into the crediting market the GHG credits produced by the NAMA as a way to recover initial investments. Net GHG reductions will be assessed against the national crediting baseline and the allocation of credits resulting from the implementation of the Integrated Urban Mobility System will be divided among BANOBRAS and the municipalities and entities that implemented the NAMA. Once the GHG emission reduction is verified, it will be posted on the crediting markets by BANOBRAS. BANOBRAS will distribute the funds according to the following criteria:
 
a. BANOBRAS – Financial Intermediation Fee
 
a. BANOBRAS – Financial Intermediation Fee
Line 59: Line 82:
 
|Strategies to leverage additional funding=Given the high level of initial investment there is the opportunity for partial recovery of the investment through a carbon market or another type of performance-based payment system. Once the Integrated Mobility System is operational, the GHG emissions reduction will go through a verification process and the resulting reductions will be posted on the crediting market by BANOBRAS.
 
|Strategies to leverage additional funding=Given the high level of initial investment there is the opportunity for partial recovery of the investment through a carbon market or another type of performance-based payment system. Once the Integrated Mobility System is operational, the GHG emissions reduction will go through a verification process and the resulting reductions will be posted on the crediting market by BANOBRAS.
 
|Lessons Learned (Financing)=The main challenge to obtain financing will be the ability to make the investment in the NAMA initiatives to state and local governments so that they are willing to invest in 50% of the upfront costs. Once the crediting market is proven successful, the hope is that it will be easier to attract investment.
 
|Lessons Learned (Financing)=The main challenge to obtain financing will be the ability to make the investment in the NAMA initiatives to state and local governments so that they are willing to invest in 50% of the upfront costs. Once the crediting market is proven successful, the hope is that it will be easier to attract investment.
|Mitigate 2020=The expected GHG emission reductions are 2,617.00 MtCO2e/ year.  There has been no official calculation of potential abatement cost, and financial analysis is still ongoing.
 
|Mitigative capacity value=Ex-ante estimations: Since the actual measures as well as most of the participating cities are not known yet, the mitigation impact cannot be determined at this stage. The following explanations will describe an order of magnitude of the potential mitigation impact of NAMA SUTRI.
 
The main urban transport measures as listed in Annex 1 of RAN-GRK indicate an emission reduction potential of approximately 4.7 MtCO2-eq until 2020, with further reductions possible by implementing internationally supported measures. 
 
Road transport baseline emissions are estimated to be 77 Mt per year for urban areas in 2020. This translates into approximately 0.6 t CO2-eq per capita and year for urban dwellers, average across Indonesia. Generally speaking an overall emission reduction potential of over 25% for urban transport appears to be possible for a comprehensive package of policies, as suggested by literature (TRL et al., 2010 ). Assuming 10 cities will participate in the NAMA, 3 metropolitan, 4 large and 3 medium sized, with estimated baseline emissions of 5.9 MtCO2-eq per year in 2020, this would lead to 0.6-1.2 Mt/yr emission reduction in 2020, based on a conservative scenario of 10% reduction and an optimistic scenario of 20%. Based on these assumptions the emission reduction may range between 3 and 6 MtCO2-eq until 2025.
 
 
In addition to these direct emission reduction impacts, this NAMA Support Project will have indirect, long-term impacts. The successful application of the sustainable transport practices in the target cities will create learning and stimulate and speed-up replication in other cities in Indonesia. In this way, the NAMA could have a transformational impact on the urban transport sector. The indirect emission reduction potential is by far larger compared to expected direct emissions reductions.
 
|Social benefits=The improvement of urban transport conditions leads to several co-benefits for the local population and environment: e.g. reduced congestion, improved air quality, liveability, and improved competitiveness.
 
 
The specific co-benefits for each city will be elaborated once the policies have been decided.
 
 
|Transformational change=Implementing integrated urban mobility systems could lead to a transformational change by setting the standard for planning and developing urban transport. In addition, the proposed creation of a database to track CO2 emissions will help all sectors to standardize and organize their CO2 emission data.
 
|Transformational change=Implementing integrated urban mobility systems could lead to a transformational change by setting the standard for planning and developing urban transport. In addition, the proposed creation of a database to track CO2 emissions will help all sectors to standardize and organize their CO2 emission data.
 
|Lessons Learned (Impact)=The proposed MRV methodology and creation of a national database could have significant positive impacts on aiding low emission development in all sectors across Mexico.
 
|Lessons Learned (Impact)=The proposed MRV methodology and creation of a national database could have significant positive impacts on aiding low emission development in all sectors across Mexico.
 
}}
 
}}

Revision as of 09:52, 5 September 2014



Colombia.png
To edit this page, log in and click on "edit with form" above
Colombia

Description

Overview
Sector Transport
Focus area Urban planning and Transit management
Type of action Strategy/Policy
Scope National
Stage Under development
Submitted to UNFCCC registry No
Start of initiative
(no data)
Financing and support details
Financing status
(no data)
Total cost EUR 139.33 mln
Financing requested EUR 139 mln
Financing received to-date
(no data)
Principal source of financing
(no data)
Principal type of financing
(no data)
Capacity building required Unknown
Technology transfer required Unknown
Additional information
Proponent(s) Ministry of Transport, Colombia
International funder(s)
(no data)
Organization providing technical support GIZ
Contact Not available
Objective:

Transit-Oriented Development in Colombia

Activities: (2015 - 2017)
Detailed activities are not available yet

Impact and MRV

pChart

Cumulative GHG reductions: No data available
Mitigative capacity:

Ex-ante estimations: Since the actual measures as well as most of the participating cities are not known yet, the mitigation impact cannot be determined at this stage. The following explanations will describe an order of magnitude of the potential mitigation impact of NAMA SUTRI. The main urban transport measures as listed in Annex 1 of RAN-GRK indicate an emission reduction potential of approximately 4.7 MtCO2-eq until 2020, with further reductions possible by implementing internationally supported measures. Road transport baseline emissions are estimated to be 77 Mt per year for urban areas in 2020. This translates into approximately 0.6 t CO2-eq per capita and year for urban dwellers, average across Indonesia. Generally speaking an overall emission reduction potential of over 25% for urban transport appears to be possible for a comprehensive package of policies, as suggested by literature (TRL et al., 2010 ). Assuming 10 cities will participate in the NAMA, 3 metropolitan, 4 large and 3 medium sized, with estimated baseline emissions of 5.9 MtCO2-eq per year in 2020, this would lead to 0.6-1.2 Mt/yr emission reduction in 2020, based on a conservative scenario of 10% reduction and an optimistic scenario of 20%. Based on these assumptions the emission reduction may range between 3 and 6 MtCO2-eq until 2025.

In addition to these direct emission reduction impacts, this NAMA Support Project will have indirect, long-term impacts. The successful application of the sustainable transport practices in the target cities will create learning and stimulate and speed-up replication in other cities in Indonesia. In this way, the NAMA could have a transformational impact on the urban transport sector. The indirect emission reduction potential is by far larger compared to expected direct emissions reductions."Ex-ante estimations: Since the actual measures as well as most of the participating cities are not known yet, the mitigation impact cannot be determined at this stage. The following explanations will describe an order of magnitude of the potential mitigation impact of NAMA SUTRI. The main urban transport measures as listed in Annex 1 of RAN-GRK indicate an emission reduction potential of approximately 4.7 MtCO2-eq until 2020, with further reductions possible by implementing internationally supported measures. Road transport baseline emissions are estimated to be 77 Mt per year for urban areas in 2020. This translates into approximately 0.6 t CO2-eq per capita and year for urban dwellers, average across Indonesia. Generally speaking an overall emission reduction potential of over 25% for urban transport appears to be possible for a comprehensive package of policies, as suggested by literature (TRL et al., 2010 ). Assuming 10 cities will participate in the NAMA, 3 metropolitan, 4 large and 3 medium sized, with estimated baseline emissions of 5.9 MtCO2-eq per year in 2020, this would lead to 0.6-1.2 Mt/yr emission reduction in 2020, based on a conservative scenario of 10% reduction and an optimistic scenario of 20%. Based on these assumptions the emission reduction may range between 3 and 6 MtCO2-eq until 2025.

In addition to these direct emission reduction impacts, this NAMA Support Project will have indirect, long-term impacts. The successful application of the sustainable transport practices in the target cities will create learning and stimulate and speed-up replication in other cities in Indonesia. In this way, the NAMA could have a transformational impact on the urban transport sector. The indirect emission reduction potential is by far larger compared to expected direct emissions reductions." cannot be used as a page name in this wiki.

Co-benefits:

Social: The improvement of urban transport conditions leads to several co-benefits for the local population and environment: e.g. reduced congestion, improved air quality, liveability, and improved competitiveness.

The specific co-benefits for each city will be elaborated once the policies have been decided.

Economic: Information has not been provided
Environmental: Information has not been provided

MRV Framework:

The MRV concept will build up on an existing monitoring system for transport in cities which focusses on public transport and non-motorised transport. This monitoring framework will be the basis for the MRV framework of NAMA SUTRI. In addition to the existing indicators, the MRV framework of NAMA SUTRI will also cover indicators on the overall transport situation, travel behaviour and co-benefits of the local population. This is relevant for local decision makers and helps to evaluate the impact of certain measures. A monitoring framework for RAN GRK is currently under development. Since the GHG mitigation related activities are all coordinated by the same department in the Ministry of Transport it will be ensured that both concepts are in line.