Philippe Crist

Greenhouse Gas Emissions Reduction Potential from International Shipping

In this paper, we discuss the greenhouse gas emission reduction potential from international shipping. Drawing from the International Maritime Organization’s most recent assessment of maritime greenhouse gas emissions and other sources, we investigate the current level of emissions from international maritime activity and look at factors influencing future emission levels such as projected activity levels, GHG-reducing technology options and the rate of their uptake, operational measures – foremost speed reduction – and fuel switching. We do not discuss the marginal abatement costs of maritime GHG-reduction measures – with the exception of speed reduction – due to insufficient evidence. Finally, we discuss factors that may influence international responses to maritime GHG reduction policies, though these are discussed more thoroughly in a companion paper (Kageson, 2009). CO2 emissions from maritime transport are larger than has previously been estimated The IMO finds that international maritime activity accounted for 843 Mt of CO2 in 2007 or 45% more than previous emission estimates from marine bunkers. This finding, for illustrative purposes, places 2007 international shipping emissions between the 2005 national emissions of India and Germany. International shipping accounts for approximately 2.7% of world CO2 emissions from fossil fuel combustion with all shipping activity (fishing, domestic and international) representing approximately 3.3% of total CO2 from fuel combustion. Despite projected efficiency improvements, the IMO projects that CO2 emissions from international maritime activity will grow through 2050 though this growth may significantly slowed through uptake of fuel efficient technologies and operating procedures.

Policy instruments to limit negative environmental impacts from increased international transport: An economic perspective

Transport activities have adverse environmental and health impacts, of which local and regional air pollution, climate change, and noise impacts are the most important. This paper is a non-comprehensive overview of existing and potential policies to deal with these negative impacts, with a focus on “international transport”. We define “international transport” as those transport activities that are mainly derived from the globalization of economic activity, not as cross-border transport flows in a more narrow sense. We discuss surface transport, aviation, and maritime transport. The overview is not comprehensive: we focus on climate change, treating other adverse impacts (including aviation noise and local and regional pollution from shipping) more succinctly. This does not reflect a judgment on which impacts are more or less important policy problems, but rather policy interest and the authors’ expertise.

“AV-Ready” Cities or “City-Ready” AVs?

The session “‘AV-Ready’ Cities or ‘City-Ready’ AVs” at the Automated Vehicles Symposium 2016 in San Francisco addressed key aspects of road automation from an urban policy perspective. The aim of the session was to raise the awareness of urban policy needs within the automation community, as well as enabling urban policy makers to understand better the opportunities and issues related to automated, connected vehicles when drafting their cities’ policies in the area of automated road transport.

Transport Policy and Climate Change

This chapter describes how actions to combat climate change are currently at unprecedented levels. However, with transportation, the gap between political aspirations and trends is widening. Achieving greenhouse gas (GHG) reductions presents a major challenge for the transport sector, different in nature and degree from other challenges like reducing accident rates or emissions of traditional pollutants. The chapter documents the current and expected future importance of transport as a source of GHG emissions. The chapter then examines present policy measures, with a particular emphasis on the approach to carbon dioxide (CO(2)) emissions from private cars in Europe. It is followed by a discussion of the implications of tough CO(2) targets for the nature of transport policy and for the structure of the transport sector as such.