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Intergovernmental Panel on Climate Change INTERGOVERNMENTAL PANEL ON CLIMATE CHANGE WMO UNEP IPCC Fourth Assessment Report Expert/Government Review of the Second-Order Draft Chapter 5 Expert/Government Review of Second-Order-Draft Confidential, Do Not Cite or Quote Page 1 of 186 IPCC WGIII Fourth Assessment Report, Second Order Draft Comments Considerations by the writing team Chapter- Comment Batch From Page From Line Page To To line 5-1 C 0 Tallow and whey are not mentioned as sources of biofuels. They form the feedstocks We will add the word animal for the biofuels industry in New Zealand, and we would expect that they will be oil. used also in other economies based on similar agriculture. (Government of New Zealand) 5-2 C 0 Liquified petroleum gas (LPG) is not mentioned as a transport fuel. It has been ACC, we will add some widely used, in New Zealand at least, and as an option for future use we had information to the paragraph expected to see some coverage of DME (Government of New Zealand) 5-3 C 0 Electric cars are not given much coverage. Where there are hydro-electric or other We will improve renewable resources and / or security of supply issues for liquid fuels, we would expect them to be considered as a future option (Government of New Zealand) 5-1 A 0 0 0 0 The quality of the chapter significantly improved compared to the previous version Noted sent for review comments. However, to be honest, this version is disappointing for me. I consider this as a 70% version, whereas I expected a more or less complete draft. Apart from the typos this version still has many shortcomings of which without any doubt the authors must be aware of. To my opinion it would have been better to send a 90% version for review. Therefore I do think that a relatively detailed review is not the best thing to do yet, it would lead to many remarks that the authors must know already. To my opinion more general thinks that need attention are: 1. The structure is not very clear at several places yet 2. At many places the texts are quite general or vague. This can be improved, fore example by adding quantifications. (examples: page 4, lines 14-16: OK, but this is generally known. What is the possible quantitative effect? p. 5, line 10: what is substantial? p. 30, line 11: what is considerably low? p. 65, lines 23-25: although a quantification is given, this is a very vague / general text (even without a source)) . 3. At many places references are missing but needed to be convincing. (examples:p. 53, line 34-39 p. 54 line 40 – page 55 line 6 p. 65, lines 140-16, lines 23-25) 4. Abbreviations need to be explained fully the first time (e.g: page 2, line 47: what is TAR?) (Bert van Wee, Delft University of Technology) Expert/Government Review of Second-Order-Draft Confidential, Do Not Cite or Quote Page 2 of 186 IPCC WGIII Fourth Assessment Report, Second Order Draft Comments Considerations by the writing team Chapter- Comment Batch From Page From Line Page To To line 5-2 A 0 0 0 0 • I miss the main messages / lessons to be learned TIA/davidUrban planning:muro • Some texts are heavily US dominated. E.g. section 5.3.1.3. & sperling • At several places I miss the way vehicles are used (speed, accelerations, deceleration) in overviews of determinants for energy use / CO2-emissions. I realize that at a few places this subject is briefly mentioned. • Authors with a middle name are wrongly referred to. E.g. p. 49, line 7: De Jong, and not G.D. Jong. (Bert van Wee, Delft University of Technology) 5-3 A 0 0 0 0 Biofuels (defined in chapter 5, "The term biofuels describes fuel produced from I would rephrase “…” for: biomass" biomass fuels is not used in this meaning in chapter 7 - A thorough check “ biofuels as defined in for consistent use is needed in all chapters: biofuel, biomass fuel, bioenergy (often chapter 4 can be made up….” , used for electricity only other times for all forms of energy based on biomass). once chapter 4 is the right (Wolter Elbersen, WUR, AFSG) place to define it. 5-4 A 0 0 0 0 The considerations on diesel engines should include observations on the emissions Accepted/steve of athmospheric pollutants and, in particular, to the emission of NOx. This issue is partly addressed in the technology description of diesel engines in IEA (2006), Energy technology perspectives, OECD/IEA, Paris. (Pierpaolo Cazzola, IEA) 5-5 A 0 0 0 0 The chapter gives priority to alternative fuels (and notably biofuels) over fuel Accepted/suzanaSteve:related efficiency, but efficiency improvements are likely to have more relevance for to FE and cost mitigation purposes, in the short term. This note may deserve a reordering of the items in the chapter. (Pierpaolo Cazzola, IEA) 5-6 A 0 0 0 0 vi) Is it possible to show in an additional figure the [if possible: extended] modal We will consider/muro split (car, motorised two wheeler, public transport, [bike, pedestrians]) in some Megacities worldwide in industrialised and developing countries? This would fit for page 8, after line 29. (Manfred Treber, Germanwatch) 5-7 A 0 0 0 0 v) I suggest to include some of the 'success storys' in emission mitigation not TIA/david,muro connected to cars (e.g. from Chapter 5.5 'Infrastructure' on NMT in developing countries and Bus systems) in the Executive Summary. (Manfred Treber, Germanwatch) 5-8 A 0 0 0 0 iv) This chapter on transport is NOT part of a report from world car industry on how noted to make their products more climate friendly. This is a report from IPCC on how to influence development in transport so that mistakes of the past won't be imitated Expert/Government Review of Second-Order-Draft Confidential, Do Not Cite or Quote Page 3 of 186 IPCC WGIII Fourth Assessment Report, Second Order Draft Comments Considerations by the writing team Chapter- Comment Batch From Page From Line Page To To line and on what possibilities exist to curb emissions rise in transport so that ambitious climate goals (e.g. stabilisation concentrations to remain below 2 degrees warming) could be realized. See also my comment on pages 95 to 97. (Manfred Treber, Germanwatch) 5-9 A 0 0 0 0 It would be very enlightening and helpful if at the beginning of the introduction of TIA the Executive Summary or at the introduction of the chapter on transport the fundamental premise for passenger transport is written down: The fact - as nicely described on page 9, line 11 - that the travel time budget is constant (so that there is no time saving from faster transport but an increase of the distance of the trips). <Worldwide travel studies have shown that the average time budget for travel is roughly constant worldwide, with the relative speed of travel determining distances traveled yearly (Schafer, 2000).> (Manfred Treber, Germanwatch) 5-10 A 0 0 0 0 iii) The Executive Summary is biased and does not reflect the huge variety of noted existing transport solutions which are more compatible with sustainable development than individualised car transport. It is too much car-centered and does not reflect the development in many cities away from focussing mainly on car use as mode of transport which is harmful to the city. These alternatives matter, we know that half of world population lives in cities. If you look at http://www.gefweb.org/sustainabletransport.html you see that also GEF and World Bank reflect this in their investment decisions. In the draft text there is no mentioning of the economic advantages of public transport instead of a car centered development ['The cost of transport for the community is clearly lower in medium or high density towns well serviced by public transport'] as the main transport mode (empiric evidence on this you find in http://www.uitp.com/publications/pics/pdf/leaflet.pdf, a new UITP publication "Mobility in cities - Database; Better mobility for people worldwide" or http://www.uitp.com/publications/pics/bonus/Fact%20sheet%20Madrid.pdf) as an example for Madrid. (Manfred Treber, Germanwatch) 5-11 A 0 0 0 0 i) Not only present IPCC Chair Rajendra Pachauri but also former IPCC Chair noted Robert Watson had several times emphasized that the IPCC Reports should not restrain themselves to references in english language. Especially for the transport sector this is important as we know that the very diverse 'transport reality' happens locally, mostly a regional audience which is addressed in thire local language is interested. Furthermore most of these experien-ces (or innovative practises) are not Expert/Government Review of Second-Order-Draft Confidential, Do Not Cite or Quote Page 4 of 186 IPCC WGIII Fourth Assessment Report, Second Order Draft Comments Considerations by the writing team Chapter- Comment Batch From Page From Line Page To To line published in reviewed literature. If the diverse 'transport reality' through the continents should be described it is neccesary that it covers texts written in the main languages worldwide. If counted correctly, I found only two references written in non english language in the References of Chapter 5 (p. 101-112). This means that most of modalities of the 'transport reality' and many innovations which are tried in the different countries [apart from general surveys] cannot be reflected in this Chapter. One arbitrary - but impressive - example: the very convincing long distance bus transport system in Turkey combined with the gasoline taxation of the Government.
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