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Highlights of the Transport-NAMA Session and MRV roundtable meeting from the UNEP Regional Workshop on NAMAs

1-3 October 2014, Ha Long City, Vietnam
Supported by GIZ

Thematic session on Transport NAMAs
Different types of policy instruments are needed to implement the avoid-shift-improve strategy, and NAMAs can help to overcome several barriers [Presentation]
An MRV Roadmap process has been initiated to develop guidance (Reference Document) for countries to establish an MRV system and develop a set of ‘MRV Blueprints for Transport NAMAs’ [Presentation]

Indonesia showed how funding from the NAMA Facility is going to be used to leverage public and private finance for implementation of projects and actions under the SUTRI NAMA [Presentation]

In Thailand, a NAMA identification and prioritisation process led to selection of a NAMA on Public Transport Management and Connectivity, which the Ministry of Transport intends to further develop together with GIZ [Presentation]

Sri Lanka has undertaken a low-carbon study on transport, resulting in identification of possible transport-NAMAs. [Presentation]

The ADB is going to operate a Transport NAMA Support Facility, providing assistance to 10 Asian countries in the development NAMAs in order to link these with existing action/projects, achieve scaling up, and foster regional learning.

As NAMA development is a country-driven process, we are at a stage where developing countries can help in shaping the emerging concepts and to be able to maximize the benefits brought about by NAMA opportunties

In break-out groups, participants discussed six questions:

-If you would ask your ministry of transport what is the most important aspect of a transport NAMA, what do you think they would say? If several, please rank.
Aspects mentioned were connection to master plan, provide better transport services and access, assist in achieving policy goals e.g. of Ministry of Transport, and developing green technology.

-Think of 2-3 arguments transport officials in your country might raise against doing a NAMA. For each of these, what would be your counterargument in favour of transport-NAMA?
Developing NAMA and MRV can be an additional burden and civil servants are already overburdened (‘why do we have to do this?). Also for some countries there can be language barrier as it has to be written in English. MRV is viewed as being complicated.

-Imagine you are the ministry of transport and you would select a NAMA based on the mitigation potential, where would you see the biggest opportunities? Which policy instruments do you consider suitable to tackle this potential? Suggest three opportunities including appropriate instruments.
Urban transport and infrastructure very important and has large potential; can be tackled in a comprehensive strategy including management and ‘shift’ policies. In freight, there is also a large untapped potential.

-Are mitigation actions in the transport sector expensive? How can potentially small volumes climate finance be utilized most effectively for significantly reducing GHG emissions?
Sometimes expensive especially infrastructure-related, sometimes not e.g. information instruments. International experience can help optimising efficiency of instruments.

VT_1Fragmented responsibilities across the government for transport-policymaking are in many countries a barrier for comprehensive action on low carbon transport. How do you think could a NAMA help ov
ercome such challenges? Group 3
NAMA can help overcome differences in approaches / knowledge between agencies and help in getting the right technology or policy options so that all related agencies would be working in a common direction. Also finance can assist in implementing projects.

-Imagine you have successfully selected a transport NAMA, what are your three next steps in order to move it from idea to implementation?
Try getting funding, implement pilot phase or projects, then, after proving the benefits to stakeholders, scale up.

Roundtable meeting: GIZ ASEAN regional exchange on MRV for transport NAMAs

GIZ TRANSfer process on Roadmap for MRV of Transport NAMAs
At August 2013 Singapore workshop on ASEAN Regional Exchange on Transport NAMAs participants requested more in-depth discussions on MRV

Key Outcomes

An MRV system for the transport sector consists of three related components:

  • Transport data used for non-climate purposes such as vehicle-km travelled and  modal split
  • Carbon emission factors
  • Data needed to monitoring specific policies and measures e.g. NAMAs

These need to be consistent and therefore ideally use common methodologies and data sources. Indicators such as gCO2/pkm can help ensure consistency. [Presentation I, Presentation II]

Climate finance can help improve transport data availability, thereby assisting in sustainable transport planning. It’s quite reasonable that a relatively small amount of the total assistance is set aside for MRV. However there may be a chicken-and-egg problem: better data may be needed to access climate finance too, as robust ex-ante analysis is requested by donors.

Tools to estimate emission reductions ex-ante and ex-post are already available and ready to be used with existing data. See e.g. presentation on TEEMP


Whether and how to monitor sustainable development benefits including ‘access’? How to monitor transformational change?

Indonesia has been advancing well in the past years on MRV and monitoring/reporting in the context of the sectoral climate action plan (RAN-GRK) [Presentation]. Other countries can learn from this experience.

The TOD NAMA in Colombia proposes an elaborate MRV mechanism involving a range of different indicators and a control area where TOD is not implemented. [Presentation]

Vietnam intends to implement fuel efficiency policies for vehicles, and considers using on-board monitoring equipment installed in new vehicles to monitor actual fuel consumption.


GIZ Transport & Climate Change project continues to work with countries on the MRV system and MRV concepts for particular NAMAs.