Intervening in the Transport Sector
Why the CDM system is not optimised for sustainable mobility
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While the transport sector is responsible for more than 23% of global emissions, the share of transport sector projects within the Kyoto Protocol Clean Development Mechanism (CDM) remains well below 1%. This study shows that the CDM is not currently a viable or attractive financing mechanism for intervening in the transport sector. It also recognises that the CDM system was never designed to incorporate transport, and illustrates the incompatibility of the system with enabling sustainable mobility. The book reviews relevant mobility theory and the measures available to intervene in the transpo...
While the transport sector is responsible for more than 23% of global emissions, the share of transport sector projects within the Kyoto Protocol Clean Development Mechanism (CDM) remains well below 1%. This study shows that the CDM is not currently a viable or attractive financing mechanism for intervening in the transport sector. It also recognises that the CDM system was never designed to incorporate transport, and illustrates the incompatibility of the system with enabling sustainable mobility. The book reviews relevant mobility theory and the measures available to intervene in the transport sector. Based on interviews with one of the main designated operational entities (DOE) and the United Nations Environmental Programme (UNEP) Risø Centre, the book analyses the shortcomings of the CDM within the transport sector. Namely it points to the disproportional focus and stringent accuracy requirements for additionality, the low return on investments, and the generally bureaucraticnature of the CDM. It is suggested for the CDM to broaden its scope and to allow transport projects to reflect the complexity of the sector.
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