Inside Publications & Reports
In This Section
Foreword
Transportation in Developing Countries: An Overview of Greenhouse Gas Reduction Strategies
Eileen Claussen, President, Pew Center on Global Climate Change
This report focuses on transportation in developing countries, where economic and social development not climate change mitigation are the top priorities. Yet decisions on infrastructure, vehicle and fuel technologies, and transportation mode mix are being made now that will significantly affect greenhouse gas (GHG) emissions for decades. The key is to identify strategies that address high-priority local issues while also reducing GHGs. There are many such options but no one-size-fits-all approach. Thus building the capacity of local institutions is especially critical.
Vehicle ownership rates in developing nations are low compared to wealthy ones, but lead to far worse traffic congestion and air pollution. Motorization is skyrocketing and populations increasing, stretching limited infrastructure and institutional capacity. Despite these challenges, there are many opportunities for improvement. Some have worked in the past; others could leapfrog over some of the costly and environmentally damaging paths taken by developed countries.
This overview is part of a five-report series on transportation in developing countries and draws on the four other reports on specific cities and countries. The case studies were researched and co-authored with experts from Chile, China, India, and South Africa, and estimated high and low projections of transportation emissions in 2020 compared to 2000. The case studies key findings include:
Eileen Claussen, President, Pew Center on Global Climate Change
This report focuses on transportation in developing countries, where economic and social development not climate change mitigation are the top priorities. Yet decisions on infrastructure, vehicle and fuel technologies, and transportation mode mix are being made now that will significantly affect greenhouse gas (GHG) emissions for decades. The key is to identify strategies that address high-priority local issues while also reducing GHGs. There are many such options but no one-size-fits-all approach. Thus building the capacity of local institutions is especially critical.
Vehicle ownership rates in developing nations are low compared to wealthy ones, but lead to far worse traffic congestion and air pollution. Motorization is skyrocketing and populations increasing, stretching limited infrastructure and institutional capacity. Despite these challenges, there are many opportunities for improvement. Some have worked in the past; others could leapfrog over some of the costly and environmentally damaging paths taken by developed countries.
This overview is part of a five-report series on transportation in developing countries and draws on the four other reports on specific cities and countries. The case studies were researched and co-authored with experts from Chile, China, India, and South Africa, and estimated high and low projections of transportation emissions in 2020 compared to 2000. The case studies key findings include:
- Rapid growth in transportation GHG emissions is unavoidable in most developing countries. The 2020 low emission scenarios in the four case studies showed only one decrease 12 percent in South Africa and up to a quadrupling in Shanghai, China. The high scenarios ranged from an 82 percent increase in South Africa to a sevenfold increase in Shanghai.
- Delhi, India. Delhi demonstrates that personal mobility can be achieved at relatively low incomes but at a high economic, environmental, and social cost. With an average income of $800 per capita, Delhi has 200 motor vehicles (mostly motorbikes) per thousand people while Chile has an average income of $5,000 and only 100 motor vehicles per thousand (mostly cars). Delhis promotion of more efficient vehicle engines will go a long way in restraining emissions.
- Shanghai, China. After years of deferred investment, Shanghai invested billions in its transportation infrastructure in the 1990s, balancing investments in roads and transit, integrating transportation and land use planning, and restraining vehicle ownership. But rapid economic growth, planned decentralization of this very dense city, and auto industry promotion will accelerate increases in motorization, energy use, and GHGs. Intelligent transportation systems and leapfrog technologies such as roads built for minicars are among Shanghai's options to restrain its emissions.
- Chile. Chile is one of the world's most sophisticated at transferring transportation infrastructure and services provision to the private sector and could pioneer market-based approaches to transportation and environmental challenges. Examples include the sale of operating concessions, implementing vehicle fees during rush hour travel, and adjusting parking fees according to trip purpose and length of stay.
- South Africa. South Africa has very high per capita vehicle ownership and GHG emissions for its income due to reliance on carbon-intensive synthetic fuels, protected vehicle manufacturing, subsidies for company cars, and land use patterns that are a legacy of the country's past apartheid policies.