Urban Transport and Energy Efficiency - Revision history

Ranisha: /* National Governments */

2014-08-20T09:01:48Z

‎National Governments

Ranisha at 09:01, 20 August 2014

2014-08-20T09:01:02Z

Wiki Gardener at 17:35, 7 August 2014

2014-08-07T17:35:15Z

Fungai Cecilia Sandamu at 08:08, 15 May 2013

2013-05-15T08:08:32Z

Bui Anh Ngoc at 01:23, 15 May 2013

2013-05-15T01:23:20Z

Bui Anh Ngoc: /* Local Authorities */

2013-05-15T00:52:09Z

‎Local Authorities

Fungai Cecilia Sandamu at 16:04, 3 April 2013

2013-04-03T16:04:06Z

Show changes

Bui Anh Ngoc at 09:26, 3 April 2013

2013-04-03T09:26:25Z

Bui Anh Ngoc at 09:23, 3 April 2013

2013-04-03T09:23:52Z

Bui Anh Ngoc at 06:07, 3 April 2013

2013-04-03T06:07:45Z

@@ Line 96: / Line 96: @@
 [[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]
 == National Governments<br/> ==
@@ Line 101: / Line 102: @@
 National governments play an important role in urban transport. For the countrywide establishment of energy-efficient transport, national governments have to create favourable conditions and support local initiatives. The commitment of national governments is essential, because it is the national strategies, programmes and legislation that underpin local policies. National authorities can influence local budgets for the transport system. They administer national taxes and decide on the disbursement of grants and subsidies to local government, and they are usually also responsible for supporting research and development, and pilot projects. Furthermore, national taxation schemes or financial incentives can influence how citizens choose their means of transport. Fuel prices, which are regulated by the national government, shape the country’s transport structure. If the national government subsidies fuel or does not implement proper fuel taxation, private motorised vehicles will dominate the transport system and in many cases the government will lack the necessary financial resources to provide a high quality transport infrastructure.
-<br/>
+[[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]<br/>
 = Policy Packages for Energy-Efficient Urban Transport – Exploiting Synergies<br/> =

@@ Line 1: / Line 1: @@
 = Overview =
 This article has been adapted from the <span class="external text"></span>[http://www.sutp.org/en-sourcebook GIZ Sourcebook on Urban Transport and Energy Efficiency]. <ref>S. Boehler-Baedeker, Hueging H. 2012, Urban Transport and Energy Efficiency, Eschborn, Germany</ref>
 = Transport – Its Contribution to Global Energy Demand<br/> =
@@ Line 14: / Line 14: @@
 Energy-efficient transport offers huge potential for reducing the demand both for oil and for energy in general. The International Energy Agency (IEA) estimates that advanced technologies and alternative fuels (hybrid vehicles, electric vehicles and fuel-cell vehicles) can reduce the energy intensity of transport by 20 to 40% by 2050, compared to its own Reference Scenario. Such achievements could also halve the need for fossil fuels. However, even if the energy intensity is reduced total energy demand is still likely to rise above current levels due to the overall increase in demand for transport and motorisation. To cut future demand from the current levels, it is necessary not only that we shift to more efficient modes of transport, but also that we reduce the overall per capita demand for travel.<br/>
-<br/>
+[[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]<br/>
 = Increasing Energy Efficiency in the Transport Sector<br/> =
@@ Line 26: / Line 26: @@
 <br/>
 == System Efficiency – The Avoid/Reduce Strategy ==
@@ Line 33: / Line 35: @@
 Freight transport also benefits from dense city structures with short distances. Combining residential and commercial areas reduces the transportation of private goods. The challenge, however, is to ensure there is sufficient space and high-quality infrastructure for modern industry. One possible solution is to locate a dense, suburban industrial area close to a freight consolidation centre. Outgoing and incoming freight is therefore organised and freight transport efficiency can be improved. Moreover, the bundling of deliveries to the city centre minimises pollution and noise.<br/>
-<br/>
+[[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]
 == Travel Efficiency – The Shift Strategy<br/> ==
@@ Line 43: / Line 45: @@
 Besides passenger transport, energy efficiency also needs to be increased in freight transport. Rail freight is particularly energy efficient because of the high load factor; its flexibility is, of course, limited. A sophisticated logistic network, including multimodal logistics centres can help to shift freight to more efficient modes of transport.<br/>
-<br/>
+[[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]
 == Vehicle Efficiency – The Improve Strategy<br/> ==
@@ Line 54: / Line 56: @@
 The strategy of improvement is not only relevant for private cars, but also for freight and public transport. Specific measures for passenger cars include the use of lightweight materials, downsizing (reducing the volume of the engine and size of the car) and/or using hybrid engines. Such technological improvements are mainly a job for vehicle manufacturers and research institutes. However, legislation and fiscal measures can be important drivers of technological advances. Local authorities can support the diffusion of efficiency technologies in the market by setting standards, raising awareness and creating incentives for consumers to buy more energy efficient vehicles.<br/>
-<br/>
+[[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]
 = Energy Efficiency Policies and Measures<br/> =
@@ Line 81: / Line 83: @@
 Thus, city administrations can serve as role models for the use of cleaner technologies, and they can encourage private companies in the city to follow their example.
-<br/>
+[[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]
 == Local Companies and Organisations<br/> ==
@@ Line 93: / Line 95: @@
 Non-governmental organisations (NGOs) can play an important role in adjusting services and infrastructure to the needs of the users, if local administrations involve them in the decision making process. Transport and environmental organisations, for instance, can contribute to strategy formulation. Participation increases public acceptance, and at the same time imparts in-depth knowledge of people’s needs. Customer user groups can identify weakness in the local transport system, e.g. barriers to cycling and walking in the existing infrastructure. It can be useful to cooperate with NGOs when organising campaigns such as bike-to-work programmes, community cycling events or car-free days. Other NGO-based campaigns might include awareness raining activities to inform the public about the advantages of energy-efficient modes of transport.<br/>
-<br/>
+[[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]
 == National Governments<br/> ==
@@ Line 105: / Line 107: @@
 A proper policy to enhance energy efficiency in the urban transport system must address all three levels of energy-efficient transport: system efficiency, travel and vehicle efficiency. Strategies and policy packages deliver that kind of mixed approach. Ideally, positive incentives (‘pull’ measures) need to be supported by disincentives (‘push’ measures). A well developed and convenient public transport infrastructure can attract more passengers, but that is often not enough, in itself, to inspire a major shift from private car use to public transport. Therefore, steps have to be taken to overcome these factors, such as pricing measures that increase the cost of car use, or parking restrictions that reduce the convenience. These steps will prompt a more rapid shift towards energy-efficient modes of transport.
-<br/>
+[[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]
 = Conclusion – The Path to an Energy-Efficient Transport System<br/> =
@@ Line 111: / Line 113: @@
 A wide variety of potential policies and measures exists to increase energy efficiency in local transport. In order to achieve the maximum benefits, there is a need to coordinate the various political levels and actors. It is also necessary to bundle these measures into comprehensive packages. In many regions, institutional, economic and social barriers inhibit the use of certain instruments. Political decision makers and other key actors need to consider these obstacles in order to identify a path to sustainable and energy-efficient transport.
-<br/>
+[[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]
 = Further Information<br/> =
-Further and more detailed information can be found on the homepage of the [http://www.sutp.org/ Sustainable Urban Transport Project]. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
+*Further and more detailed information can be found on the homepage of the [http://www.sutp.org/ Sustainable Urban Transport Project]. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
-<br/>
+[[Urban_Transport_and_Energy_Efficiency#Overview|►Go to Top]]
 = References =
@@ Line 123: / Line 125: @@
 <references /><br/>
 [[Category:Mobility]]

@@ Line 1: / Line 1: @@
-= Transport – Its Contribution to Global Energy Demand =
+= Overview =
 This article has been adapted from the <span class="external text"></span>[http://www.sutp.org/en-sourcebook GIZ Sourcebook on Urban Transport and Energy Efficiency]. <ref>S. Boehler-Baedeker, Hueging H. 2012, Urban Transport and Energy Efficiency, Eschborn, Germany</ref>
 Average annual worldwide primary energy demand is projected to increase by 1.5% by 2030. This would lead to an overall increase in energy demand of 40% between 2007 and 2030. Fossil fuels will remain the primary source of energy worldwide, while the share of renewables will only increase slowly. The different sectors of end use (transport, industry, households, services, agriculture and non-energy uses) will drive the growth in demand in different ways, but transport will remain the single largest final energy consuming sector.
@@ Line 119: / Line 123: @@
 <references /><br/>
 [[Category:Mobility]]

@@ Line 49: / Line 49: @@
 The strategy of improvement is not only relevant for private cars, but also for freight and public transport. Specific measures for passenger cars include the use of lightweight materials, downsizing (reducing the volume of the engine and size of the car) and/or using hybrid engines. Such technological improvements are mainly a job for vehicle manufacturers and research institutes. However, legislation and fiscal measures can be important drivers of technological advances. Local authorities can support the diffusion of efficiency technologies in the market by setting standards, raising awareness and creating incentives for consumers to buy more energy efficient vehicles.<br/>
 <br/>
@@ Line 77: / Line 75: @@
 *[[Eco Driving|Eco-driving]] training for municipal employees.
-Thus, city administrations can serve as role models for the use of cleaner technologies, and they can encourage private companies in the city to follow their example.<br/>
+Thus, city administrations can serve as role models for the use of cleaner technologies, and they can encourage private companies in the city to follow their example.
-−
-<br/>
 <br/>
@@ Line 97: / Line 93: @@
 == National Governments<br/> ==
-National governments play an important role in urban transport. For the countrywide establishment of energy-efficient transport, national governments have to create favourable conditions and support local initiatives. The commitment of national governments is essential, because it is the national strategies, programmes and legislation that underpin local policies. National authorities can influence local budgets for the transport system. They administer national taxes and decide on the disbursement of grants and subsidies to local government, and they are usually also responsible for supporting research and development, and pilot projects. Furthermore, national taxation schemes or financial incentives can influence how citizens choose their means of transport. Fuel prices, which are regulated by the national government, shape the country’s transport structure. If the national government subsidies fuel or does not implement proper fuel taxation, private motorised vehicles will dominate the transport system and in many cases the government will lack the necessary financial resources to provide a high quality transport infrastructure.<br/>
+National governments play an important role in urban transport. For the countrywide establishment of energy-efficient transport, national governments have to create favourable conditions and support local initiatives. The commitment of national governments is essential, because it is the national strategies, programmes and legislation that underpin local policies. National authorities can influence local budgets for the transport system. They administer national taxes and decide on the disbursement of grants and subsidies to local government, and they are usually also responsible for supporting research and development, and pilot projects. Furthermore, national taxation schemes or financial incentives can influence how citizens choose their means of transport. Fuel prices, which are regulated by the national government, shape the country’s transport structure. If the national government subsidies fuel or does not implement proper fuel taxation, private motorised vehicles will dominate the transport system and in many cases the government will lack the necessary financial resources to provide a high quality transport infrastructure.
-−
-<br/>
 <br/>
@@ Line 105: / Line 99: @@
 = Policy Packages for Energy-Efficient Urban Transport – Exploiting Synergies<br/> =
-A proper policy to enhance energy efficiency in the urban transport system must address all three levels of energy-efficient transport: system efficiency, travel and vehicle efficiency. Strategies and policy packages deliver that kind of mixed approach. Ideally, positive incentives (‘pull’ measures) need to be supported by disincentives (‘push’ measures). A well developed and convenient public transport infrastructure can attract more passengers, but that is often not enough, in itself, to inspire a major shift from private car use to public transport. Therefore, steps have to be taken to overcome these factors, such as pricing measures that increase the cost of car use, or parking restrictions that reduce the convenience. These steps will prompt a more rapid shift towards energy-efficient modes of transport.<br/>
+A proper policy to enhance energy efficiency in the urban transport system must address all three levels of energy-efficient transport: system efficiency, travel and vehicle efficiency. Strategies and policy packages deliver that kind of mixed approach. Ideally, positive incentives (‘pull’ measures) need to be supported by disincentives (‘push’ measures). A well developed and convenient public transport infrastructure can attract more passengers, but that is often not enough, in itself, to inspire a major shift from private car use to public transport. Therefore, steps have to be taken to overcome these factors, such as pricing measures that increase the cost of car use, or parking restrictions that reduce the convenience. These steps will prompt a more rapid shift towards energy-efficient modes of transport.
-−
-<br/>
 <br/>
@@ Line 113: / Line 105: @@
 = Conclusion – The Path to an Energy-Efficient Transport System<br/> =
-A wide variety of potential policies and measures exists to increase energy efficiency in local transport. In order to achieve the maximum benefits, there is a need to coordinate the various political levels and actors. It is also necessary to bundle these measures into comprehensive packages. In many regions, institutional, economic and social barriers inhibit the use of certain instruments. Political decision makers and other key actors need to consider these obstacles in order to identify a path to sustainable and energy-efficient transport.<br/>
+A wide variety of potential policies and measures exists to increase energy efficiency in local transport. In order to achieve the maximum benefits, there is a need to coordinate the various political levels and actors. It is also necessary to bundle these measures into comprehensive packages. In many regions, institutional, economic and social barriers inhibit the use of certain instruments. Political decision makers and other key actors need to consider these obstacles in order to identify a path to sustainable and energy-efficient transport.
 <br/>
-<br/>
+= Further Information<br/> =
-−
-== Further Information<br/> ==
 Further and more detailed information can be found on the homepage of the [http://www.sutp.org/ Sustainable Urban Transport Project]. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
 <br/>
@@ Line 131: / Line 119: @@
 <references /><br/>
+[[Category:Transport]]
+[[Category:Energy_Efficiency]]
-<br/>
-−
 [[Category:Mobility]]

@@ Line 1: / Line 1: @@
 = Transport – Its Contribution to Global Energy Demand =
 Average annual worldwide primary energy demand is projected to increase by 1.5% by 2030. This would lead to an overall increase in energy demand of 40% between 2007 and 2030. Fossil fuels will remain the primary source of energy worldwide, while the share of renewables will only increase slowly. The different sectors of end use (transport, industry, households, services, agriculture and non-energy uses) will drive the growth in demand in different ways, but transport will remain the single largest final energy consuming sector.
@@ Line 53: / Line 55: @@
 = Energy Efficiency Policies and Measures<br/> =
 == Local Authorities<br/> ==
@@ Line 74: / Line 75: @@
 *Municipal mobility management;
 *Green procurement policy for municipal vehicles;
-*[[Eco_Driving|Eco-driving]] training for municipal employees.
+*[[Eco Driving|Eco-driving]] training for municipal employees.
 Thus, city administrations can serve as role models for the use of cleaner technologies, and they can encourage private companies in the city to follow their example.<br/>
@@ Line 80: / Line 81: @@
 <br/>
 == Local Companies and Organisations<br/> ==
@@ Line 119: / Line 121: @@
 == Further Information<br/> ==
-Further and more detailed information can be found on the homepage of the Sustainable Urban Transport Project. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
+Further and more detailed information can be found on the homepage of the [http://www.sutp.org/ Sustainable Urban Transport Project]. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
 <br/>
@@ Line 129: / Line 131: @@
 <references /><br/>
-S. Boehler-Baedeker, Hueging H. 2012, ''Urban Transport and Energy Efficiency'', Eschborn, Germany
 <br/>
 [[Category:Mobility]]

@@ Line 19: / Line 19: @@
 *Improving the vehicles and fuels used.
-[[File:Energy Efficiency.png|none]]
+[[File:Energy Efficiency.png|none|896px|alt=Energy Efficiency.png]]
 === '''System efficiency – the avoid/reduce strategy'''<br/> ===
@@ Line 95: / Line 95: @@
 == '''Further Information'''<br/> ==
-Further and more detailed information can be found on the homepage of the Sustainable Urban Transport Project. The Sustainable Urban Transport Project (Link to SUTP) aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
+Further and more detailed information can be found on the homepage of the Sustainable Urban Transport Project. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
 == '''References''' ==
@@ Line 103: / Line 103: @@
 <br/>
 [[Category:Mobility]]

@@ Line 10: / Line 10: @@
 Energy-efficient transport offers huge potential for reducing the demand both for oil and for energy in general. The International Energy Agency (IEA) estimates that advanced technologies and alternative fuels (hybrid vehicles, electric vehicles and fuel-cell vehicles) can reduce the energy intensity of transport by 20 to 40% by 2050, compared to its own Reference Scenario. Such achievements could also halve the need for fossil fuels. However, even if the energy intensity is reduced total energy demand is still likely to rise above current levels due to the overall increase in demand for transport and motorisation. To cut future demand from the current levels, it is necessary not only that we shift to more efficient modes of transport, but also that we reduce the overall per capita demand for travel.<br/>
 == '''Increasing energy efficiency in the transport sector'''<br/> ==
@@ Line 41: / Line 42: @@
 The strategy of improvement is not only relevant for private cars, but also for freight and public transport. Specific measures for passenger cars include the use of lightweight materials, downsizing (reducing the volume of the engine and size of the car) and/or using hybrid engines. Such technological improvements are mainly a job for vehicle manufacturers and research institutes. However, legislation and fiscal measures can be important drivers of technological advances. Local authorities can support the diffusion of efficiency technologies in the market by setting standards, raising awareness and creating incentives for consumers to buy more energy efficient vehicles.<br/>
 == '''Energy efficiency policies and measures'''<br/> ==
@@ Line 98: / Line 100: @@
 <br/>