Report by UK

First Order Draft, Transport:
UK

When the authors will develop further this table then they should cover all transport modes
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

This entire section could be condensed and some more attention on other transport modes besides road is needed plus clearer links with 6.7
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

How consistent are these scenarios with the transport scenarios from Chapter 6, section 6.7?
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

How consistent are these scenarios with the transport scenarios from Chapter 6, section 6.7?
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

Row 3 - "BFs displacing ... jet fuel", column "long-term possibilities" - correct that aviation is likely to be the most significant transport user of biofuels (given lack of alternatives unlike surface transport). However, "significant adoption around 2020" is probably optimistic given need to develop options to scale. Analysis suggests that biofuels in aviation may become viable in early 2020s, with penetration ramping up through the 2020s and reaching more significant lev
View full comment by Owen Bellamy...

First Order Draft, Transport:
UK

Row 10 - "MS by displacing plane trips through fast-rail alternatives", column "long-term possibilities" - only short-medium distance trips suitable is correct and this means that there is limited emissions reduction potential as majority of aviation emissions are from long-haul flights. Reference is Committee on Climate Change (2009), "Meeting the UK aviation target - options for reducing emissions to 2050", Chapter 3 (http://downloads.theccc.org.uk/Aviation%20Report%2009/2
View full comment by Owen Bellamy...

First Order Draft, Transport:
UK

For the legend, 'Other' should be renamed as 'International aviation and shipping', and 'Aviation' and 'Navigation' should be renamed as 'Domestic aviation' and 'Domestic shipping' respectively.
View full comment by Owen Bellamy...

First Order Draft, Transport:
UK

I think this chart should come before 8.1.1.a and 8.1.1.b. It gives the context of what has been happening to total transport emissions before getting into the regional breakdown. For the legend, 'Other' should be renamed as 'International aviation and shipping', and 'Aviation' and 'Navigation' should be renamed as 'Domestic aviation' and 'Domestic shipping' respectively.
View full comment by Owen Bellamy...

First Order Draft, Transport:
UK

this table does not include R &D expenditure nor behaviour change for low carbon transport (See Banister, anderton, Bonilla, givoni,Schwanen ( 2011) (Annual Review of Envirionment and Resources, Vol 36, 247-270
View full comment by Bonilla David...

First Order Draft, Transport:
UK

No discussion of hydrogen fuel cell HDVs. This is the only way to reduce HDV emissions to zero and could be very cost-effective given greater efficiency of fuel cells and high mileage of HDVs. This is a major omission, even if the authors take the view that technical or economic barriers are prohibitive this technology should be discussed.
View full comment by Eric Ling...

First Order Draft, Transport:
UK

This section is too much focused on agriculture and should include other trade besides agriproducts
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

The GDP/cap could be expressed in more recent USD, say 2010. All of the figures would be up to date, even if the trends displayed in the graph remain unchanged.
View full comment by Justin Bishop...

First Order Draft, Transport:
UK

The sub-chapter focuses too much on shipping and does not include an overview of the indirect GHG emissions from transport. But it does touch upon non-GHG gases that are precursors for GHGs
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

This section could be significantly reduced in length. I wasn't sure of the relevance of the "Costs and prices" sub-section to climate change mitigation (especially the first paragraph).
View full comment by Owen Bellamy...

First Order Draft, Transport:
UK

This section seems to be unfinished and is unreferenced.
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

There are major omissions of section on active travel (walking and cycling) for short journeys in urban areas and on improved urban mass transit systems. Increased physical activity has major benefits for health and there are additional benefits from reduced air pollution
View full comment by Andy Haines...

First Order Draft, Transport:
UK

8.3.2 could be merged with 8.3.1 to save space and the section should be looking at how the incremental changes could contribute to the absolute emission reductions from transport. Also, despite aircraft engines could be 50% more efficient by 2050 this wont be reflected in aviation emissions due to long life-span of aircraft
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

This section on low-carbon fuels is almost 100% focused on road transport. Discussion on other modes should be added.
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

8.3.4 should be merged with 8.3.1 as it compares technologies
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

Again focused on road transport only
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

This entire section is too long. Also, the heading should be rephrased - the secton describes modal shifts and path-dependencies and not only in urban environment. The sub-sections on urban transport shoould be merged.
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

Not sure of the relevance of this section to mitigation - it could be deleted.
View full comment by Owen Bellamy...

First Order Draft, Transport:
UK

This section should shortened be and merged with 8.5.3 and be on infrastructure and routes for all transport modes and forms
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

Not sure if this fits best here, but an important insight is that decarbonisation itself is likely to reduce freight demand for shipping and therefore reduce shipping emissions as well. This is because a large proportion of demand for shipping is transport of fossil fuels (e.g. 50% in the UK). See Committee on Climate Change (2011), "Review of UK Shipping Emissions", p25 (http://downloads.theccc.org.uk.s3.amazonaws.com/Shipping%20Review/CCC_Shipping%20Review_single%20page_s
View full comment by Owen Bellamy...

First Order Draft, Transport:
UK

Too much focus on the urban form and forgetting other transport modes
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

Too much focus on the urban form and forgetting aviation and shipping
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

Too much focus on road transport and forgetting rail and shipping
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

This section is too long and could be significantly reduced in length. It is not clear to me how relevant many of the sub-sections are to mitigation (e.g. 8.7.1.3 traffic accidents - is this supposed to suggest that reducing demand for travel could reduce deaths as a co-benefit? If so, it needs to cite some evidence in support of that argument. Since the main route to decarbonisation of surface transport is likely to be electrification, rather than reduced demand, I find it
View full comment by Owen Bellamy...

First Order Draft, Transport:
UK

Has overlaps with 8.7.3 and should be merged
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport:
UK

Not sure of the relevance of this section to mitigation - it should be removed. Not to deny the importance of sustainable development, but it is a very separate issue from mitigation with very separate aims and policy implications and the two issues should not be conflated.
View full comment by Owen Bellamy...

First Order Draft, Transport:
UK

The entire Executive summary needs to made stronger and clearer
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 0
UK

Chapter 8 generally covers transport and climate change related issues. More focus on transport modes other that road transport is needed. Also there is significant amount of space dedicated on urban transport - this could be condensed. The sections should be better linked to each other and other chapters to avoid unnecessary repetitions and contradictions. The factual accuracy of GHG emissions related sections should be checked. In some places the chapter seems to be a repe
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 0
UK

The organization of the Chapter does not appear coherent or easy to follow. For instance, the authors describe heavy goods vehicles, move on to passenger vehicle transport and back to freight transport. There is not much discussion on shipping, rail or aviation. As such, the Chapter is focused on LDV. The Chapter could be shortened by eliminating repetitious statements and combining sections, such as technological advances with costs.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 0
UK

I regret I have not had time to review the Sectoral chapters in depth. It may be interesting to illuminate the hypothesis that Transport sector transitions are the most heavily dependent upon “Third Domain” characteristics of system evolution driven by innovation and infrastructural developments, and less dependent upon carbon prices than other sectors. This is the broad suggestion laid out in the structure-setting Chapter 3 of Grubb, Hourcade and Neuhoff, Planetary Ec
View full comment by Michael Grubb...

First Order Draft, Transport: From Page 0
UK

Freight mitigation solutions are underrepresented.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

Freight being responsible for about 35% of all transport ghg emissions, at least 20% of WGIII AR5 transport chapter authors, text length, citations, references, policies and costs statements should be also allocated to freight solutions. Now it is about 5%.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

Only one of the CA of Chapter 8 is a recognised international freight expert. At least 2 authors should be recognised freight experts.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

I strongly disagree with the merging of freight and passenger mitigation statements. The types of policies might be similar, the way of implementing them is radically different and need specific approach and comments.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

There is almost no science on climate change mitigation in freight and logistics that is also mentionning passenger transport, and vice-versa. So what does not exist in reality should not be suggested in a IPCC report.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

There is an abundant literature on freight solutions that has not been mentionned or cited. Main authors, books and articles that would need to be cited: McKinnon Piecyk: Internalisation of external costs 2008; OECD: transport and globalisation 2010; McKinnon et al: Green Logistics 2012; Leonardi & Baumgartner TRD 2004; Rizet et al, TRD 2012; Allen et al, IATSS 2012;
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

There is almost no literature and data on comparative costs per tonne of CO2 savings of different freight and logistics solutions.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

Therefore, the focus of policy oriented search for innovative solutions is on testing and trialing new technologies or organisation forms, and assessing their mitigation potential. This approach allows us to go from the idea over the trial to the industry scale diffusion of innovation without being obliged to wait for a complicated political strategy development.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

No common understanding on how to measure CO2 mitigation effects in freight: too many approaches and assessment methods are competing. No universal standard of CO2 calculation. Solution: try to organise a universal ISO standard on CO2 calculation for goods and passenger transports.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

Load factor and vehicle occupancy are too low. The effects of efficiency measures on increasing vehicle load factors have been poorly recorded. New attempts of slow logistics, waiting for more goods to be distributed before starting the round trips, are promissing, and at zero additional costs.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

Clean electric freight vehicles and city logistics consolidation centres are currently tested in several urban freight trials in Europe (project documentations are available at SUGARLOGISTICS.eu, BESTFACT.net, SMARTFUSION.eu, STRAIGHTSOL.eu, etc). The assessments that include ghg mitigation criteria show mostly a positive cost-benefit situation. This type of solution involves behaviour change, new technologies, logistics efficiency, data collection and analysis, local policy
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

The attempts to develop a European Logistics Strategy that would be mitigating climate change have failed in 2006-2007. There is no international concerted action or strategy on mitigating clinate change in freight. The most recent EU white paper however, have taken some elements on board, that could be useful for other countries. Most prominent is the support of electric vehicle use.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

There is also a pressing need for dedicated policy departments /experts dealing with freight and logistics at different governmental levels.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 0
UK

Cite the new EU white paper ""33. A strategy for near- ‘zero-emission urban logistics’ 2030  Produce best practice guidelines to better monitor and manage urban freight flows (e.g. consolidation centres, size of vehicles in old centres, regulatory limitations, delivery windows, unused potential of transport by river).  Define a strategy for moving towards ‘zero-emission urban logistics’, bringing together aspects of land planning, rail and river access, busin
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 10 , Line 10
UK

This definition is a good one - but accessibility is not mentioned again (apart from passing - p29 and 38) - until the end (p58) and then not in terms of sustainable mobility - issues of affordability, equity and efficiency are also not referred to again in the context of this definition.
View full comment by David Banister...

First Order Draft, Transport: From Page 10 , Line 2
UK

Not sure that HDVs are used in urban regions only
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 10 , Line 9 To Page 10 , Line 10
UK

unfinished sentence
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 10 , Line 9 To Page 10 , Line 25
UK

Not sure of the relevance of these two paragraphs - they could be removed without affecting the narrative.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 11
UK

It might be better to use a 2D graph here. Current figure seems to suggest that there is some passenger transport using pipelines going on.
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 11
UK

The key figure here misses one element - occupancy: either in terms of load (is the freight full or empty) or in terms of passengers - activity is only looked at here as a measure of distance - not what is going to be done at the destination - the figure needs rethinking.
View full comment by David Banister...

First Order Draft, Transport: From Page 11
UK

need emissions data for passenger only
View full comment by Bonilla David...

First Order Draft, Transport: From Page 11
UK

need to provide original source: this is from Schipper (various IEA publications)
View full comment by Bonilla David...

First Order Draft, Transport: From Page 11 , Line 18 To Page 11 , Line 22
UK

these are tonnes carried and not t-km carried
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 11 , Line 20 To Page 11 , Line 21
UK

The average distance of international shipping cargo is known, and was around 4500nm per tonne in 2006. Reference is Committee on Climate Change (2011), "Review of UK Shipping Emissions", Figure 4 p19 (http://downloads.theccc.org.uk.s3.amazonaws.com/Shipping%20Review/CCC_Shipping%20Review_single%20page_smaller.pdf). This is calculated as global tonne-miles/global tonnes shipped.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 11 , Line 23
UK

A figure of 980 million LDVs is used here - on p15 li11 a figure of 780 million is used
View full comment by David Banister...

First Order Draft, Transport: From Page 11 , Line 23 To Page 11 , Line 30
UK

The information in this paragraph could be very usefully represented in a graph - this would make it easier to digest.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 11 , Line 20 To Page 11 , Line 20
UK

The lack of data to compare shipping freight t-km to road, rail and air is a severe. While normalizing measures hide absolute behaviour, this work is unable to compare the impacts of shipping to other modes of freight transport.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 11 , Line 30 To Page 11 , Line 30
UK

Is the per capita energy use in cities for transport services only or all energy?
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 11 , Line 23 To Page 15 , Line 12
UK

Inconsistency between the current 780 million LDV in line 12 and 980 million LDV in 2009 in line 23, page 11
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 12 , Line 15 To Page 12 , Line 23
UK

Reconcile the statements in lines 15 and 23 as it relates to total GHG emissions from transport. In the former, it is assigned to LDV at 45%. The latter statement assigns 45% of GHG emissions from transport to freight (assumed not LDV?)
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 12 , Line 24 To Page 12 , Line 25
UK

the 13% here is not correct
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 12 , Line 3 To Page 12 , Line 8
UK

Make aviation and shipping comparable (i.e. for aviation, need to state how much fuel in Mt or EJ, with international and domestic split, rather than % in each region).
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 12 , Line 34 To Page 13 , Line 5
UK

Not sure that this paragraph is needed - it's just an intro to section 8.2, but that section already has a perfectly suitable intro. So I would suggest deleting this paragraph.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 12 , Line 38 To Page 12 , Line 38
UK

Emissions of black carbon are particularly damaging in Polar Regions where they may accelerate melting of snow and ice. The rate of Arctic summer thaw has increased to the point where new shipping lanes are now considered viable. (IMO, 2009. Shipping GHG study)
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 12 , Line 6
UK

what did shipping consume? Heavy oil? Diesel?
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 13 , Line 13 To Page 13 , Line 14
UK

It should be mentioned that these are transport co2 emissions
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 13 , Line 13 To Page 13 , Line 14
UK

These are annual growth rates (the 4.3%, 1.2%)? If so, make clear.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 13 , Line 27
UK

The income question needs to be clearer - and elasticities of income - less importance of costs as incomes rise.
View full comment by David Banister...

First Order Draft, Transport: From Page 13 , Line 45 To Page 13 , Line 45
UK

However, given that fuel costs are a relatively high share of total aviation costs, improving fuel efficiency makes good economic sense. Fuel costs also account for a significant proportion of operating costs for maritime transport, and periods of high fuel costs have led to spontaneous uptake of GHG abatement options such as speed reduction and hull coatings (AEA, 2008) - AEA, 2008. Greenhouse Gas Emissions from Shipping: Trends, Projections and Abatement Potential.
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 13 , Line 47 To Page 13 , Line 47
UK

Replace "reasons" with "sense"
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 13 , Line 13 To Page 13 , Line 13
UK

The rate of emissions growth is per year or over the 2000-6 period?
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 13 , Line 21 To Page 13 , Line 23
UK

The notion of peak travel exists for km travelled/GDP, rather than absolute transport demand. As before, such a normalized metric hides the growth in km travelled in OECD countries, even if it is not as fast as GDP.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 14 , Line 1
UK

The travel time section is weak on a variety of counts: Is aviation used in the 60 minute budget? The city is not one hour wide - as journeys are return, so it would only allow travel to the city centre, not across the city; Where is the evidence on needing space between where you live and other activities? Perishable freight products have the same limitations? What is infrastructure development - does it include management as well as investment? But overall the links made be
View full comment by David Banister...

First Order Draft, Transport: From Page 14 , Line 13 To Page 14 , Line 15
UK

Sentence beginning "Road infrastructure..." does not seem relevant to travel time?
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 14 , Line 18 To Page 14 , Line 20
UK

Sentence beginning "The basis of..." does not seem relevant to mitigation. Also, it is too black and white - road rage does not automatically set in once a certain threshold has been passed!
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 14 , Line 18 To Page 14 , Line 19
UK

Reference to biological or psychological need. Biological need seems very unlikely. What is the confidence that there is a psychological need, and what is the evidence? Alternative explanation of better house prices and living conditions further from employment centres seems more plausible.
View full comment by Eric Ling...

First Order Draft, Transport: From Page 14 , Line 22 To Page 14 , Line 23
UK

Last sentence beginning "Travel time..." does not seem relevant to mitigation - in a decarbonised transport system, whether travel time remains within budget is irrelevant to climate change.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 14 , Line 24
UK

Missing elements here include population growth - one of the main drivers of increased mobility - and the changing population structure, including the ageing of the population.
View full comment by David Banister...

First Order Draft, Transport: From Page 14 , Line 33 To Page 14 , Line 51
UK

Again no recognition that in rural areas, even in industrialised countries, 4X4 vehicles are a necessity if winter road conditions are to be faced safely. This paragraph needs to be explicit about the full range of 'social factors' - including decisions to seek to safeguard the lives of the driver and family.
View full comment by Michael Jefferson...

First Order Draft, Transport: From Page 14 , Line 4 To Page 14 , Line 8
UK

Line 4 refers to a travel time budget of 1hr per day, but it's not clear whether line 8 ("1hr for commute between work and home") is per day or just one way.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 14 , Line 7 To Page 14 , Line 9
UK

Need to clarify whether 1 hour commute is 1-way or 2-way. City is 1 hour wide if 1 hour commute is 2-way (i.e. 30 minute one way from outer suburb to centre).
View full comment by Eric Ling...

First Order Draft, Transport: From Page 15 , Line 14 To Page 15 , Line 16
UK

For air transport, it is not just US, Canada and Australia where demand has continued to rise. Demand is increasing across all world regions as it is strongly linked to income growth. Fastest growth is in developing countries (e.g. India, China), but demand is still growing in developed countries as well (including UK) although some short-term falls due to the recession.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 15 , Line 25 To Page 15 , Line 28
UK

Jump from methane and n2o to f-gases. How much ch4 and n2o are emitted by transport globally?
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 15 , Line 25 To Page 15 , Line 25
UK

Needs re-wording. Currently reads as if methane arises from production of vehicles.
View full comment by Eric Ling...

First Order Draft, Transport: From Page 15 , Line 7 To Page 15 , Line 8
UK

Demand for transport of goods and people is increasing in line with increasing incomes.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 15 , Line 12 To Page 15 , Line 17
UK

These sentences repeats the earlier sentiments from p13, line 21. My criticism from above and suggested caveat remains.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 16 , Line 12 To Page 16 , Line 15
UK

Not sure of the relevance of this paragraph to transport? It could apply to all sectors.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 16 , Line 9 To Page 16 , Line 11
UK

Any references to support this statement? Might be worth looking at Woodcock et al., 2009, The Lancet, Volume 374, Issue 9705, Pages 1930 - 1943, doi:10.1016/S0140-6736(09)61714-1
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 17 , Line 11
UK

Are the units GJ/km?
View full comment by David Banister...

First Order Draft, Transport: From Page 17 , Line 4
UK

replace high duty with heavy duty
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 17 , Line 4 To Page 17 , Line 4
UK

HEAVY duty vehicles
View full comment by Eric Ling...

First Order Draft, Transport: From Page 17
UK

This is one Section that can be reduced in length - it is all about the potential and not the reality - what progress has been made since AR4? It is also mainly targeted at the long term and not the next 10 years. The importance of LCA is made, but it does not come through in terms of the energy and carbon sunk in the system - the infrastructure, the maintenance, the vehicles and the processes - the potential transition costs to any new technological system is vast - issues r
View full comment by David Banister...

First Order Draft, Transport: From Page 17 , Line 9 To Page 17 , Line 12
UK

The estimate of 40-50% improvement is dependent on the base vehicle, the driving cycle and how the drivetrain is hybridized. The extent of improved energy intensity may not be the same across all vehicle sizes.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 17 , Line 31 To Page 17 , Line 31
UK

I'm not sure if HCCI qualifies as a new thermodynamic cycle. It may be implemented to address the temperature of the fuel-air charge at combustion, addressing NOx formation.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 17 , Line 38 To Page 18 , Line 7
UK

It is worth mentioning the effect of mass decompounding in the discussion of reducing vehicle mass. Specifically, reducing body in white mass means that other gross vehicle mass dependent components can be reduced. Examples include suspension, tyres, engine, gearbox and so on. Therefore, for each 1kg saved, a further 1.04 kg of secondary mass can be avoided. Reference: C. Bjelkengren. The Impact of Mass Decompounding on Assessing the Value of Vehicle Lightweighting. PhD t
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 18 , Line 30 To Page 18 , Line 42
UK

Some of the sources quoted are rather old and may benefit from using some newer sources. For example: Technologies in the drivetrain and vehicle categories have the potential for the greatest impact on fuel consumption. However fuel consumption benefit is highly dependent on vehicle duty cycle. While some technologies can provide benefit across a range of vehicle duty cycles, others have much greater benefits for some cycles and none for others. For vehicles operating on urb
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 19 , Line 10 To Page 19 , Line 13
UK

Note that shipping is only efficient if load factors are high - while this is true for any mode of transport, the enormous carrying capacity of large ships means that it is a much more important factor. Suggested rewording: Shipping is a comparatively efficient mode of freight and passenger ferry transport in terms of fuel consumption per unit of work.
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 19 , Line 10 To Page 19 , Line 13
UK

Do the currently referenced projections account for the new IMO measures? See the following: In 2011, the International Maritime Organization adopted new regulations which make mandatory, for new ships, the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP). An annual reduction of about 600-1000 million tonnes of CO2 is foreseen in 2050 due to the EEDI. For SEEMP, an annual reduction of about 103-325 million tonnes of CO2 is fores
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 20 , Line 32 To Page 20 , Line 33
UK

Need to clarify whether energy density is specified at cell or pack level. Pack level is most informative.
View full comment by Eric Ling...

First Order Draft, Transport: From Page 20 , Line 37 To Page 20 , Line 39
UK

Need to clarify whether cost is specified at cell or pack level. Pack level is most informative. Not sure if targets are appropriate indicator of likely future costs as these are aspirational. Suggest reference to studies forecasting future costs e.g. Element Energy work for UK Committee on Climate Change, suggesting just over $200/kWh for BEV batteries and over $400 for PHEV batteries at the pack level in 2030. Note the higher cost of PHEV batteries. http://www.element-ene
View full comment by Eric Ling...

First Order Draft, Transport: From Page 20 , Line 44 To Page 20 , Line 44
UK

Not only renewable energy - nuclear and CCS also result in near-zero emissions
View full comment by Eric Ling...

First Order Draft, Transport: From Page 20 , Line 29 To Page 29 , Line 39
UK

what does "aggressive mean? please provide actual breakdown of costs for an electric vehicle
View full comment by Bonilla David...

First Order Draft, Transport: From Page 20 , Line 27 To Page 20 , Line 28
UK

This sentence implies that if battery prices were to fall, the BEV may become less expensive than the PHEV.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 20 , Line 35 To Page 20 , Line 37
UK

The 1000 charges is also dependent on the C-rate and temperature that the battery operates within. The variable currents required to satisfy a driving cycle implies different C-rates. This affects the number of total cycles which the battery can deliver and the number of driving years which can be expected from a single battery pack.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 20 , Line 42 To Page 20 , Line 44
UK

Is the BEV with efficiency 200 Wh/km comparable to the conventional vehicle with emissions < 150 g/km? The overall sentiment is correct that GHG intensity of electricity can lead to more WTW emissions for a BEV than the equivalent conventional vehicle. However, the example given appears weak in its lack of detail to make the comparison robust. Also, the WTW emissions from the BEV are near zero from renewable electricity sources. Life cycle emissions should be defined caref
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 21 , Line 26 To Page 21 , Line 28
UK

This is a very good point, analogous to battery lifetime: 2500 hours at 50 km/h does not represent the variability in power requested from a fuel cell during driving. That is, the fuel cell does not operate at one load point in a vehicle powertrain as it might in a stationary device. Therefore, the real-world lifetime of fuel cells remains unknown, to a degree.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 21 , Line 42 To Page 21 , Line 43
UK

Onboard solar PV can only provide a portion of the auxiliary loads for a ship. Solid oxide fuel cells are well suited to heavy duty loads and operate at temperatures which do not require an auxiliary fuel reformer.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 21 , Line 8 To Page 21 , Line 9
UK

Note that many of the two-wheelers used lead acid batteries. This has created issues with battery disposal in China (problem shifting) See: C. R. Cherry, J. X. Weinert, and Y. Xinmiao. Comparative environmental impacts of electric bikes in China . Transportation Research Part D: Transport and Environment, 14(5):281–290, July 2009.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 22 , Line 3 To Page 22 , Line 5
UK

For aviation, there are geared turbofans and unducted turbofans which can deliver efficiencies close to the limit. Further efficiency improvements can be obtained by fly by wire or fly by light control, recuperative cores and exhaust gas recovery.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 22 , Line 34 To Page 22 , Line 35
UK

Quantify “fairly slow” and “low voltage”
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 22 , Line 41 To Page 22 , Line 42
UK

How much more expensive are fast charging units to the 240V/120V versions?
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 22 , Line 45 To Page 22 , Line 45
UK

Additional note: It is possible that inadequate charging infrastructure will delay a widespread shift to electric vehicles. Public charging infrastructure is an important means of counteracting “range anxiety”, which is the fear of being stranded due to insufficient battery capacity. Although most trips can easily be accommodated by modern electric cars, consumers prefer to buy cars that are capable of much longer distances. Source: AEA, 2012. Next phase of the Europe
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 23 , Line 42
UK

Risen fairly rapidly to 3% - this is very small scale and has made a negligible contribution to CO2 reduction
View full comment by David Banister...

First Order Draft, Transport: From Page 23
UK

There is too much reliance on one publication - IEA 2012
View full comment by David Banister...

First Order Draft, Transport: From Page 24 , Line 20
UK

More on this - important statement - and the comments in the next para on contention
View full comment by David Banister...

First Order Draft, Transport: From Page 24 , Line 36 To Page 24 , Line 36
UK

Algae cannot grow at sufficient volumes using atmospheric CO2 alone. Algae production therefore requires a very significant input of CO2 from a non-atmospheric source, i.e. fossil CO2 from power or industry sources. The GHG benefits of algal biofuels are therefore very limited, and only appropriate if either CCS or alternatives to the use of fossil fuels are not available in the industry or power sectors.
View full comment by Eric Ling...

First Order Draft, Transport: From Page 25 To Page 27
UK

Good succinct review
View full comment by David Banister...

First Order Draft, Transport: From Page 25 , Line 15
UK

A very important point is made here, but this is not followed up in the rest of the Chapter. The W2W comparisons are central to CO2 estimates - as are the embedded energy and carbon in the construction of the infrastructure.
View full comment by David Banister...

First Order Draft, Transport: From Page 25 , Line 4 To Page 25 , Line 6
UK

A 2012 baseline vehicle is used here compared to a 2010 baseline vehicle used earlier on p17, line 9
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 26 , Line 11 To Page 26 , Line 11
UK

Additional note: Evidence suggests that the form of the incentive is also an important factor, in addition to the total subsidy amount. Consumers are highly sensitive to upfront costs, and less influenced by total cost of ownership, which may explain why schemes which deliver up-front incentives tend to be more effective than those which offer savings post-purchase. Source: AEA, 2012. Next phase of the European Climate Change Programme: Analysis of Member States actions to i
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 26 , Line 12 To Page 26 , Line 29
UK

The same point as made above needs to be inserted.
View full comment by Michael Jefferson...

First Order Draft, Transport: From Page 26 , Line 17 To Page 26 , Line 19
UK

Even with generous incentives, electric vehicles are significantly more expensive than conventional vehicles. It is likely that high cost is an important driver of slow market introduction, so difficult to attribute this to negative perceptions about vehicle attributes or range anxiety.
View full comment by Eric Ling...

First Order Draft, Transport: From Page 26 , Line 22 To Page 26 , Line 24
UK

need to include the "vehicle mix" as an additional factor in the overall fuel economy (on road)
View full comment by Bonilla David...

First Order Draft, Transport: From Page 27 , Line 36 To Page 27 , Line 36
UK

Be more specific on the statement “probably large”
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 27
UK

This section needs a clearer focus and rationale - it could again be shortened - duplication on the costs of taxiing in aviation, the iconography of the car (Unruh and Urry), and links with Ch 12 - it is unclear what this Section actually adds - yes there is a need for a systemic approach, but does this provide it as it is so compartmentalised
View full comment by David Banister...

First Order Draft, Transport: From Page 28 , Line 30 To Page 28 , Line 32
UK

This is a quite old paper focusing on tourism. There are many papers out there showing that aviation demand is relatively price inelastic.
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 28 , Line 31 To Page 28 , Line 31
UK

To note that the EU now does have a price on CO2 emissions from aviation, as all flights to/from the EU are covered by the EU ETS.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 28 , Line 33 To Page 30 , Line 7
UK

Of course urban systems are important, not least because the proportion of the world's urbanised population is rising, but why is there no section of the various important needs of rural dwellers?
View full comment by Michael Jefferson...

First Order Draft, Transport: From Page 28
UK

Has shipping in the title - but no mention of shipping in the text.
View full comment by David Banister...

First Order Draft, Transport: From Page 28
UK

Cross reference to Ch 12
View full comment by David Banister...

First Order Draft, Transport: From Page 30 , Line 22 To Page 30 , Line 22
UK

Not sure that modal shift from cars reduces land use - it may reduce utilisation of roads, but the roads still exist so land use is not changing.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 31 , Line 18 To Page 31 , Line 21
UK

Potential for emissions reduction from modal shift from air to high-speed rail may be limited. Although a significant number of passengers may shift, the impact of this in emissions terms may not be large due to the relatively short distances involved (the majority of aviation emissions are long-haul flights which cannot be substituted by rail). For example, in the UK modal shift to high-speed rail could reduce passenger demand by up to 8% by 2050 but this would only reduce
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 31 , Line 30
UK

There is no need for emphasis on modal shift solution for freight. All trials and intermodal projects have had limited impacts so far, since rail have at best maintained its market share, and shipping and aviation have no serious competitor. Other solutions are far more sucessful in terms of ghg reduction per tonne delivered and far more cost-efficient if considering external costs internalisation (Leonardi and Baumgartner 2004; SUGARLOGISTICS.EU; Piecyk&McKinnon 2008; McKinn
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 32 , Line 33 To Page 32 , Line 36
UK

Check on inconsistency in earlier part of the chapter re last mile freight
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 32
UK

Recent research shows that increased active travel can avert costs to the National Health Service from seven major conditions that are related to sedentary lifestyle. Jarrett J, Woodcock J, Griffiths UK, Chalabi Z, Edwards P, Roberts I, Haines A. Effect of increasing active travel in urban England and Wales on National Health Service costs. Lancet 2012; 379:2198-205
View full comment by Andy Haines...

First Order Draft, Transport: From Page 33 , Line 3 To Page 33 , Line 5
UK

Slow steaming has not necessarily widened the time gap between sea and air. The purpose of slow steaming is to utilise spare capacity in the fleet and save fuel costs (since slowing down uses less fuel). Although journeys take longer, there are more ships being used on routes. Therefore, service levels are maintained even though individual journeys are slower.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 33 , Line 7 To Page 33 , Line 8
UK

Last sentence beginning "This merger of..." - is there any evidence to cite in support of this argument. Not convinced, in the absence of any evidence, that this would lead to "substantial cost and CO2 savings".
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 33
UK

Missing theme of flooding - transport is susceptible to flooding - metros and other systems - and also not designed for the intensity of rainfall - so it acts as a barrier. There have also been examples of railway track buckling as a result of high temperatures. The general missing issue in this Section is that of redundancy and resilience of the transport system - bearing in mind that after an event any rescue etc is dependent on the transport system actually working.
View full comment by David Banister...

First Order Draft, Transport: From Page 35 , Line 14 To Page 35 , Line 19
UK

This is really only an issue to the extent that surface transport is not decarbonised.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 35
UK

The missing element is the subsidisation of fuel - for road transport, but also for rail and aviation - any form of subsidy or exemption from taxation means that people and firms are shielded from market forces and from paying the real social costs of the carbon (and other costs).
View full comment by David Banister...

First Order Draft, Transport: From Page 37 , Line 24 To Page 37 , Line 33
UK

This section is not on structural effects, but on system efficiency and sustainable goods transport management. This section should include comments and list all business/public sector efficiency measures leading to a better use of existing capacity and to less CO2 per unit delivered (night deliveries, increased load factor, multi-use lanes, delivery windows etc); and an indication on how to promote them in order to increase the market uptake.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 37
UK

Note: Comparison of mitigation options for US and European HDVs is available in this recent report(Table 3.9) Cost reductions for each technology for each vehicle category in Table 4.22 AEA & Ricardo, 2010. Reduction and testing of Greenhouse Gas Emissions from Heavy Duty Vehicles http://ec.europa.eu/clima/policies/transport/vehicles/docs/ec_hdv_ghg_strategy_en.pdf
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 37 , Line 39 To Page 38 , Line 30
UK

Could much of section 8.6 be combined with the earlier section vehicle technologies? The consequence of separating the cost of powertrain improvements from the technology is that much of the earlier discussion is repeated to allow costs to be discussed. Additionally, costs of technological improvements for shipping, rail and air have been omitted.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 38 , Line 1 To Page 38 , Line 1
UK

increases in efficiency ARE possible
View full comment by Eric Ling...

First Order Draft, Transport: From Page 38 , Line 16
UK

Lots of data here, but there is no comment on the potential for any combination of migitation measures and the total costs that this would result - over what sort of time period.
View full comment by David Banister...

First Order Draft, Transport: From Page 38 , Line 16 To Page 38 , Line 24
UK

Need to clarify what modes this para refers to: all LDVs? Cars? References to "short term" and "long term" need to be defined. Time frame not specified for EV costs, so not clear what "in the same timeframe" refers to for FCVs
View full comment by Eric Ling...

First Order Draft, Transport: From Page 38 , Line 22 To Page 38 , Line 22
UK

Depends on battery cost. UK Committee on Climate Change analysis suggests cost could be near-zero by 2030 if charged off-peak with low-carbon electricity. See CCC (2012) International Aviation & Shipping Review Technical Report http://hmccc.s3.amazonaws.com/IA&S/CCC_IAS_Tech-Rep_2050Target_Ch4_Transport.pdf
View full comment by Eric Ling...

First Order Draft, Transport: From Page 38 , Line 8 To Page 38 , Line 11
UK

legend is missing "G-adv" label? What does it mean??
View full comment by Bonilla David...

First Order Draft, Transport: From Page 39 , Line 15
UK

This is almost a repeat?
View full comment by David Banister...

First Order Draft, Transport: From Page 39 , Line 17 To Page 39 , Line 18
UK

~20% is in IEA scenario but this is not indicative of what is likely or desirable. If ILUC is ignored there could be much more biofuels, but if ILUC is addressed there could be much less. Also UK Committee on Climate Change analysis indicates over the longer term bioenergy should be prioritised in other sectors, and zero-emission vehicles deployed to decarbonise road transport. See CCC (2011) Bioenergy Review. http://www.theccc.org.uk/reports/bioenergy-review
View full comment by Eric Ling...

First Order Draft, Transport: From Page 39 , Line 32 To Page 39 , Line 34
UK

The point of WTW emissions from EV being linked to the carbon intensity of power generation was said earlier in p 20, line 42.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 39 , Line 5
UK

With statements like this, it is very hard to see transport making any substantial contribution to CO2 stabilisation targets - if 2% fuel efficiency is set against a growth of 4.8% in aviation - these inconsistencies need to be reconciled if the document is to have any credence.
View full comment by David Banister...

First Order Draft, Transport: From Page 40
UK

This table is important - and perhaps needs some sort of commentary on risks and returns
View full comment by David Banister...

First Order Draft, Transport: From Page 40 , Line 17 To Page 41 , Line 2
UK

This paragraph on externalities should join the earlier discussion on externalities. The sentences on p41 could be removed as they repeat the information given previously with regard to externalities from road transport.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 40 , Line 5 To Page 40 , Line 16
UK

clear reasons for wishing to change existing habits … adapt lifestyles and transport behaviour? What do the authors think rural dwellers do, faced as so many of them are by high transportation costs to meet their basic needs of food, etc? Again, an urban mentality seems to override all in this chapter.
View full comment by Michael Jefferson...

First Order Draft, Transport: From Page 41
UK

Issues relating to quality of life are mentioned, but not picked up in the text - and there is very little on substitution of trips by technology or through doing many different things on one trip (chaining) - or on the need to keep distances as short as possible - this again relates to the travel time budget where people have substituted faster modes for slower ones - and they can travel further - but the costs are that more CO2 and energy is used.
View full comment by David Banister...

First Order Draft, Transport: From Page 41
UK

These figures are very dated - can newer ones be used - or a note that most are over 10 years old - there is also dispute over how they have been calculated and whether any transport system allows congestion free travel - what are society's expectations?
View full comment by David Banister...

First Order Draft, Transport: From Page 41
UK

See latest WHO (2012) paper on transport and health
View full comment by David Banister...

First Order Draft, Transport: From Page 41
UK

Note this is particularly important for young people
View full comment by David Banister...

First Order Draft, Transport: From Page 41 , Line 36 To Page 41 , Line 37
UK

Road traffic injuries kill more people than those who die from those three diseases combined or individually?
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 41
UK

Part of this is the availability of space (in cities) for transport - often very limited (under 10% in most Chinese and other Asian cities) and how this is used - for people, for traffic, for work, for markets, for open space etc - it is an allocation and ownership question - the availability of space is cities for traffic is not mentioned here (cp Ch12).
View full comment by David Banister...

First Order Draft, Transport: From Page 41 , Line 42 To Page 41 , Line 47
UK

I appreciate that the costs associated with land use in car-dominated cities are externalities. However, this section may be placed better when discussing the urban form more generally.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 42 , Line 15 To Page 42 , Line 21
UK

The benefits of reducing congestion on human health in general and in Australia in particular were given earlier on p 41, line 31. Most of this paragraph discusses congestion which could be placed with 8.7.1.1.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 42 , Line 30
UK

Is this PM25?
View full comment by David Banister...

First Order Draft, Transport: From Page 42 , Line 41
UK

Word missing here? 'create'
View full comment by David Banister...

First Order Draft, Transport: From Page 45
UK

This is important - but it gives the impression that options are discrete alternatives - needs more on complementarity, the use of policy packages, and the phasing of implementation. More also needed on the 'soft' measures - car sharing, renting bikes and cars, use of technology for timetables and real time information, company plans, and involvement of all stakeholders in debates over low carbon transport. Also more needed on regulations and standards.
View full comment by David Banister...

First Order Draft, Transport: From Page 45
UK

It is almost impossible to read this table. Introduction in text would be better. Instead of separating the different policies it would be better to show a more pragmatic, realistic approach and to try integrate them.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 5 To Page 6
UK

A general point on the executive summary and Ch8 is that scale of the problem being faced in transport with respect to CO2 - the growth in travel that is taking place, the time needed for real reductions, the lack of progress made so far (the tenor is too optimistic about the future, particularly when past progress is reviewed), the inertia and huge costs sunk in the current mobility system, and the difficulty of implementation due to institutional problems - lack of powers a
View full comment by David Banister...

First Order Draft, Transport: From Page 5 , Line 14 To Page 5 , Line 20
UK

It is not clear how the list achives 'Transport mitigation measures' . New technologies etc can achieve reductions in emissions via policies that enforce them. I think this phrase should be replaced by 'mitigation of GHG emissions in the transport sector' or similar. Also, point 1) 'deploying new technologies for low‐carbon fuels' seems to exclude just low-carbon fuels and just new carbon fossil fuel based technologies. It might be better to say 'deploying new technologie
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 5 , Line 32 To Page 5 , Line 32
UK

Conventional biofuels are already straining the global food system and prices. Do not encourage.
View full comment by Michael Jefferson...

First Order Draft, Transport: From Page 5 , Line 36 To Page 5 , Line 41
UK

Here, as elsewhere, there is no mention of the challenges for rural populations. Nor is there any recognition of the challenges of rural dwellers in those latitudes (or heights) where inclement winter weather conditions require for safety reasons 4X4 vehicles or the additional costs of winter tyres. One gets the impression that the authors are all from comfortable urban situations.
View full comment by Michael Jefferson...

First Order Draft, Transport: From Page 5 , Line 38
UK

(number of journeys (km or t‐km))' - this needs to be corrected. As it stands it has almost no meaning.
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 51 , Line 16
UK

These figures need updating - there are more transport CDM projects now (still mainly BRT).
View full comment by David Banister...

First Order Draft, Transport: From Page 51 , Line 3 To Page 51 , Line 6
UK

The technology-based solutions may face barriers of availability of capital and unwillingness to pay. These barriers exist in both developed and developing regions. Key examples are the slow adoption of HEV and dithering on EV rollout in developed world LDV fleets.
View full comment by Justin Bishop...

First Order Draft, Transport: From Page 51 , Line 48
UK

The decoupling argument is central to sustainable transport - and seems only to occur here.
View full comment by David Banister...

First Order Draft, Transport: From Page 52 , Line 18
UK

There are two sets of figures here - one the 4x increase and the other a total decarbonisation of transport by 2070 - both need very careful presentation as it is not clear how they have been arrived at - and whether they both encompass the expected increase in travel over that period - or whether the numbers are based on current levels of travel - I have not seen any figures to suggest that transport can be decarbonised by 2070 - even if we just consider the use of carbon in
View full comment by David Banister...

First Order Draft, Transport: From Page 52 , Line 27 To Page 52 , Line 27
UK

Sentence incomplete.
View full comment by Eric Ling...

First Order Draft, Transport: From Page 52
UK

This Section is too weak as the scale and speed of change needed in transport to meet (or help meet) CO2 targets is not here - the approach suggested is too dirigiste - it needs a strong introduction
View full comment by David Banister...

First Order Draft, Transport: From Page 53 To Page 54
UK

The 3 key figures here are also confusing - are they linked or independent of each other? The first 2 seem to relate to the 3 scenarios, but the 3rd talks only about transport futures (high technology, high efficiency and the middle pathway). The credibility of this chapter is reliant on this section and it needs to be totally transparent in what it is saying. Also there is the question of the relative contributions (to what target) that can be made by less travel (not really
View full comment by David Banister...

First Order Draft, Transport: From Page 55
UK

Issues of path dependence and lock in need a higher profile - they need discussion earlier in the Chapter, and whether any technology should be looked at as a replacement or a niche - the future will probably have many elements - there is no replacement for the car and the best option is probably for a super efficient ICE? But issues relating to transition from one well established technology to another new one are not covered, nor the potentially huge costs of such a transi
View full comment by David Banister...

First Order Draft, Transport: From Page 55 , Line 24 To Page 55 , Line 26
UK

Not sure sunk investments applies to EVs. Electricity production and delivery infrastructures are well-established given potential for home charging, and PHEVs will make use of existing petrol/diesel infrastructure.
View full comment by Eric Ling...

First Order Draft, Transport: From Page 56 , Line 18
UK

BRT does not mimic metros - it is a very different concept.
View full comment by David Banister...

First Order Draft, Transport: From Page 56 , Line 3
UK

The evidence cited here is not convincing - needs to be more specific - based on one study?
View full comment by David Banister...

First Order Draft, Transport: From Page 56 , Line 43 To Page 56 , Line 45
UK

This sentence is another illustration of far too ambitious expectations, showing the need to come back closer to reality when making recommendations to policy makers.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 57 , Line 20
UK

More needs to be made of this - it is now quite a widespread phenomena in many developed countries - including many in Europe
View full comment by David Banister...

First Order Draft, Transport: From Page 57 , Line 26 To Page 57 , Line 26
UK

Developed nations of Asia is very small % of Asia. Not clear you can generalise the experience of Japan, South Korea, Taiwan and small city-states (HK+Singapore) and apply to China, India, and elsewhere.
View full comment by Eric Ling...

First Order Draft, Transport: From Page 58 , Line 41 To Page 65
UK

This chapter is incomplete. There is a need for an integrated policy sub-chapter, targeting organisational solutions, public private partnerships, supply chain solutions, customer purchasing behaviour changes, etc.
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 59 , Line 37 To Page 59 , Line 39
UK

Fuel efficiency standards in the EU have made a significant difference to reducing road transport emissions, and the role they have played should be acknowledged as one of the areas where regulation has made a large contibution to reducing carbon intensity. For example, in the UK the distribution of new car CO2 has significantly moved to lower levels. See Committee on Climate Change (2011), "Meeting Carbon Budgets - 3rd Progress Report to Parliament", Fig 4.12, p155 (http:/
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 59
UK

Additional reviews of implemented policies (if required) can be found in this document for completeness: AEA, 2012. Next phase of the European Climate Change Programme: Analysis of Member States actions to implement the Effort Sharing Decision and options for further community wide measures: Transport Sector Policy Case Studies http://ec.europa.eu/clima/policies/effort/docs/esd_case_studies_transport_en.pdf
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 6
UK

Much more of a leadership role is needed from the developed countries as their emissions levels are far higher than those elsewhere - also real scope for reduction
View full comment by David Banister...

First Order Draft, Transport: From Page 6
UK

Note interconnectedness between transport and energy (and CO2) as most of transport energy is carbon based, and between transport and the Built Environment (Ch12).
View full comment by David Banister...

First Order Draft, Transport: From Page 6
UK

Related to the general point above is the more than doubling of transport related CO2e - how can the authors see any major change in the future, based on the past trends?
View full comment by David Banister...

First Order Draft, Transport: From Page 6
UK

The risk of failure in the transport sector is high - this is not apparent in this Chapter - there is too much talk about choices and optimal packages - the importance of non motorised transport and public transport is totally underplayed in Ch8.
View full comment by David Banister...

First Order Draft, Transport: From Page 6 , Line 10 To Page 6 , Line 12
UK

need to provide actual figures (millions of US$) on R & D n energy efficient transport
View full comment by Bonilla David...

First Order Draft, Transport: From Page 6 , Line 16 To Page 6 , Line 20
UK

The way this pargraph reads now seems to suggest that people find diffucult to change their travel habits what I am sure it is not what the authors mean and there is no additional text supporting this statement. If there are appropriate alternatives available and incentives in place, then people in developed countries will also change their travel habits.
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 6 , Line 4 To Page 6 , Line 9
UK

This paragraph needs to revised: transport also emits SO2 and other substances and by no means emits aviation ozone.
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 6 , Line 44 To Page 6 , Line 45
UK

I'm not sure what the relevance of sustainable development as an objective is in this context. It might be desirable for various reasons, but in the context of mitigating climate change the long-term pathway should meet objectives solely relating to climate.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 60 , Line 6 To Page 60 , Line 7
UK

Would feebates reflect (and moderate) the situation and costs for rural dwellers facing occasionally deplorable road conditions in winter or as a result of flooding? Why should they be penalised for buying, for example, a 4X4 to seek to safeguard their lives against deplorable road conditions?
View full comment by Michael Jefferson...

First Order Draft, Transport: From Page 61 , Line 20 To Page 61 , Line 20
UK

In a number of Asian and southern European cities, motorized two-wheelers are banned from city centres to prevent excessive particulate emissions.
View full comment by Georgina Gibson...

First Order Draft, Transport: From Page 62
UK

ETS is only mentioned here - surely this is one of the most important potential measures that needs to be introduced globally - and not just for aviation, but for all transport?
View full comment by David Banister...

First Order Draft, Transport: From Page 62
UK

The institutional and organisational issues - the decision making processes and the involvement of the huge number of stakeholders in transport must feature in this Chapter - it is no use having a solution to a problem and find that it cannot be implemented. The questions of governance at all levels - global, regional, national and local - cannot be ignored.
View full comment by David Banister...

First Order Draft, Transport: From Page 62 , Line 6 To Page 62 , Line 8
UK

The measure the IMO has adopted (the Energy Efficiency Design Index or EEDI) is positive, but technically it may not reduce emissions from shipping, since it only affects emission intensity. If demand increased faster than intensity improved, then emissions would increase.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 62 , Line 9 To Page 62 , Line 12
UK

While sulphur emissions are important (and the IMO has taken action to reduce them), the reason the EU are considering indepedent action on emissions is more directly related to climate change. Specifically, international shipping is the only sector which is not currently covered by the EU's climate change targets.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 65
UK

It is almost impossible to read this table. See comment 14
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 66 , Line 1 To Page 66 , Line 17
UK

international data of freight flows is notoriously weak. This section needs to mention that there is no data on urban logistic flows, average length of haul per commodity nor per value basis. There are no data on carbon emisssions at the level of individual supply chain sectors such as sub industries
View full comment by Bonilla David...

First Order Draft, Transport: From Page 66 , Line 10 To Page 66 , Line 11
UK

Add text such as: "The effects of mitigation measures are difficult to quantify for freight transport, and the trial approach under real business condition is needed in order to prove the technical feasibility and economical viability of the solution. However, poor policy support for innovation and shortage of knowledge on the collection of the right kind of data leads to a poor knowledge base on innovative and effective solutions in freight technology and organisation. There
View full comment by Jacques Leonardi...

First Order Draft, Transport: From Page 7 , Line 16 To Page 7 , Line 17
UK

These factors are not specific to transport - they apply to all sectors.
View full comment by Owen Bellamy...

First Order Draft, Transport: From Page 7 , Line 8 To Page 7 , Line 21
UK

Text in bold and the following seem to contradict each other. The text in bold talks about co-benefits of mitigation and the following text focuses on mitigation as a co-benefit, forgetting that mitigation has co-benefits in terms of reduced air pollution etc.
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 8
UK

This figure is out of date and shall be omitted (reduces also the length of the chapter). Figure 8.1.1.b is sufficient to show the regional differences
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 8
UK

need to use GDP data expressed in purchasing parity levels rather than standard GDP
View full comment by Bonilla David...

First Order Draft, Transport: From Page 8
UK

need to provide figures for freight transport emissions of carbon dioxide
View full comment by Bonilla David...

First Order Draft, Transport: From Page 8 , Line 8
UK

This sentence seems to refer to the current situation and this needs to be made clear
View full comment by Annela Anger-Kraavi...

First Order Draft, Transport: From Page 9
UK

This figure shows the scale of the problem - 1970 to 1990 with a 60% growth in CO2 emissions in transport and a further 36% to 2010 on a higher base - so a similar absolute increase. This is key - recent history does not suggest any reduction
View full comment by David Banister...

Breakdown for UK

Chapter 172
Chapter 221
Chapter 3140
Chapter 477
Chapter 565
Chapter 696
Chapter 7394
Chapter 8217
Chapter 928
Chapter 106
Chapter 11123
Chapter 1278
Chapter 1320
Chapter 142
Chapter 1548
Chapter 1658
Annex II3
Entire Report38
Total Hits1486

Intergovernmental Panel on Climate Change (beta version)