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Expert Review Comments on the IPCC WGIII AR5 First Order Draft – Chapter 8

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Expert Review Comments on the IPCC WGIII AR5 First Order Draft – Chapter 8 Expert Review Comments on the IPCC WGIII AR5 First Order Draft – Chapter 8 Comment Chapter From From To To Line Comment Response No Page Line Page 8893 8 When the authors will develop further this table then they should cover all transport modes Table will be revised for the Second- order Draft. 8897 8 This entire section could be condensed and some more attention on other transport modes besides road is This being worked upon with Ch 6 needed plus clearer links with 6.7 8895 8 How consistent are these scenarios with the transport scenarios from Chapter 6, section 6.7? This being worked upon with Ch 6 8896 8 How consistent are these scenarios with the transport scenarios from Chapter 6, section 6.7? This being worked upon with Ch 6 14296 8 Row 3 - "BFs displacing ... jet fuel", column "long-term possibilities" - correct that aviation is likely to be the most Agreed. Changed to 2020 to 2030. Will significant transport user of biofuels (given lack of alternatives unlike surface transport). However, "significant amend. adoption around 2020" is probably optimistic given need to develop options to scale. Analysis suggests that biofuels in aviation may become viable in early 2020s, with penetration ramping up through the 2020s and reaching more significant levels in the 2030s. See Committee on Climate Change (2011), "Bionergy Review", Chapter 4, p67 (http://downloads.theccc.org.uk.s3.amazonaws.com/Bioenergy/1463%20CCC_Bioenergy%20review_bookmarked _1.pdf). 14297 8 Row 10 - "MS by displacing plane trips through fast-rail alternatives", column "long-term possibilities" - only short- Disagree. Any savings worth doing. medium distance trips suitable is correct and this means that there is limited emissions reduction potential as Alternative assesssments in Satler et al. majority of aviation emissions are from long-haul flights. Reference is Committee on Climate Change (2009), "Meeting the UK aviation target - options for reducing emissions to 2050", Chapter 3 (http://downloads.theccc.org.uk/Aviation%20Report%2009/21667B%20CCC%20Aviation%20AW%20COMP%20 v8.pdf) 14271 8 For the legend, 'Other' should be renamed as 'International aviation and shipping', and 'Aviation' and 'Navigation' Will amend should be renamed as 'Domestic aviation' and 'Domestic shipping' respectively. 14272 8 I think this chart should come before 8.1.1.a and 8.1.1.b. It gives the context of what has been happening to total Moved. transport emissions before getting into the regional breakdown. For the legend, 'Other' should be renamed as 'International aviation and shipping', and 'Aviation' and 'Navigation' should be renamed as 'Domestic aviation' and 'Domestic shipping' respectively. 11606 8 Reference? What's MAF? What GHGs are actually included? Before presenting this why not present your Will be explained. decomposition approach first, and then the individual elements? Anyhow I suggest to replace this figure with Ragnhild Bieltvedt Skeie, Jan Fuglestvedt, Terje Berntsen, Marianne Tronstad Lund, Gunnar Myhre, Kristin Rypdal, Global temperature change from the transport sectors: Historical development and future scenarios, Atmospheric Environment, Volume 43, Issue 39, December 2009, Pages 6260-6270, ISSN 1352-2310, 10.1016/j.atmosenv.2009.05.025. This paper is on impacts from transportation, hence much better than just CO2 emissions. 11610 8 Replace "structure" by the more usual term "mode" or "modal share" Mode only a part of structure 11612 8 Good references for global consumption shares: First is too out-dated. Will check other. Jens Borken, Heike Steller, Tamás Merétei, Filip Vanhove: Global and Country Inventory of Road Passenger and Most of this additional literature is Freight Transportation: Fuel Consumption and Emissions of Air Pollutants in Year 2000. Transportation Research relevant and could help us elaborate . Record: Journal of the Transportation Research Board. Volume 2011, 1, 127-136. DOI - 10.3141/2011-14. Alan: Agreed. The figure for rail freight http://trb.metapress.com/content/X2223425H545K651 does look rather low. We will review the available data and amend accordingly Jens Borken-Kleefeld, Terje Berntsen, and Jan Fuglestvedt: Specific Climate Impact of Passenger and Freight Transport. Environmental Science & Technology 2010 44 (15), 5700-5706 Page 1 of 151 Expert Review Comments on the IPCC WGIII AR5 First Order Draft – Chapter 8 Comment Chapter From From To To Line Comment Response No Page Line Page 11617 8 When rail runs on 100% electricity it can go down to 0 g CO2/tkm - ask Swiss and Swedish rail for instance. As ADEME figures for French rail freight, this figure does not included SLCF I would replace with references above assuming nuclear-powered electrified services, also gives carbon intensity factors close to zero. Whole issue of carbon intensity values for freight transport modes needs more discussion in the chapter and the refinement of existing graphs. 11651 8 what about freight? Would like to increase the freight / logistics content. Agree that freight requires a mention in this section. 4341 8 this table does not include R &D expenditure nor behaviour change for low carbon transport (See Banister, To be amended anderton, Bonilla, givoni,Schwanen ( 2011) (Annual Review of Envirionment and Resources, Vol 36, 247-270 6494 8 Table is not clear in the print quality Accept - only a draft 9911 8 For the ecological evaluation of transportation processes see: Edeltraud Guenther, Vera Greschner Farkavcová, We were not aware of this reference. If (2010) "Decision making for transportation systems as a support for sustainable stewardship: Freight transport it offers important new insights we will process evaluation using the ETIENNE-Tool", Management Research Review, Vol. 33 Iss: 4, pp.317 - 339 consider referring to it. 15345 8 Overall: I'm afraid I'm not a big fan of the 2nd half of section 8.1.1 since it is generic content, and hard to read. Accept - being re-drafted The other sections offer some great details, thoughout, however, and they are valuable. To save space, please strike the 2nd half of 8.1.1 (starting from top of p 10). 14772 8 Sorry, I only had the time to read the chpater until page 25 Thanks 2780 8 Replace biofuels by renewable fuels. Accept 2781 8 Add renewable fuels in other transport modes (than "heavy trucks/aviation"). E.g. renewable methane and Accept renewable hydrogen are suitable in all transport forms and modes. They do not need to be based on bioenergy (therefore renewable fuels instead of biofuels). 2763 8 Potential indicative Technical potential: add RM: 100 % global demand Numbers will be revised for the Second- order Draft. 2764 8 Potential indicative Technical potential EL: up to 100 % is not possible => change to 30 % (because only rail and Numbers will be revised for the Second- urban light vehicles are well suitable, urban buses to some degree and some applications exist in other transport order Draft. modes, but most of transport energy demand can not be met by electricity) 2765 8 Potential illustrative add methane: Pakistan: over 80 % road transport energy use methane (currently natural gas, Numbers will be revised for the Second- but RM possible) order Draft. 2766 8 Cost-effectiveness best examples add carbon efficiency RM negative and energy efficiency RM negative Text will be modified for the Second- order Draft. 2773 8 2. replace CNG and LNG => renewable methane (incl. CBG and LBG) Agreed. Changed. 4076 8 Summary of Sustainable Transport Measures… Even at 150% zoom of the page, the table is difficult to read. Accept - is only a draft Delete this table or make this better to read. There is also duplication of this with material from pages 59-61. 4051 8 Table 8.6.2 Summary of costs and potentials for the transport sector. Range of potentials are portrayed Table will be revised for the Second- optimistically as "… up to x% efficiency or emission reduction improvement." order Draft. 4067 8 Item 6. Modal Shift by cycling and Walking. "Rapid short term growth already happening in many cities." Disagree. Always short trips even in "Some growth [walking]." This may be true in some cities in Europe or North America, but the urban form of dispersed cities. Not just commuting many cities and the distances for commuting does not enable this. which is 30% of transport task. Page 2 of 151 Expert Review Comments on the IPCC WGIII AR5 First Order Draft – Chapter 8 Comment Chapter From From To To Line Comment Response No Page Line Page 4052 8 Figure 8.2.1. If this figure does not provide realistic projections for current and future emissions, then why includeWill check this? There is a significant potential for this to be mis-quoted or used by mistake by future researchers. Perhaps a qualitative comparison, ratios, or a pie-chart adapting the data would be better (Unger et al 2010). 5329 8 No discussion of hydrogen fuel cell HDVs. This is the only way to reduce HDV emissions to zero and could be Well covered in 8.3.2.2 and elsewhere. I very cost-effective given greater efficiency of fuel cells and high mileage of HDVs. This is a major omission, even agree….especially given cost reductions if the authors take the view that technical or economic barriers are prohibitive this technology should be discussed.for fuel cells 17889 8 5. In large cities in the WHO European Region, air pollution causes 100 000 premature deaths in adults Noted. This issue is now covered in annually[i]. Of these, several thousand are attributable to transport-related air pollution, particularly in urban areas.more detail in Section 8.7, particularly Exposure to air pollution leads to an increased risk of cardiopulmonary disease and a reduction in life expectancy the table. Further, this is summarized in of 9 months or more for people living in European cities[ii],[iii].
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