Should we reduce emissions from the transportation sector by implementing rationing?

Arnaud Passalacqua and the Team at a Glance

Arnaud Passalacqua is an engineer and historian by training. A professor at the University of Paris Est-Créteil, his work focuses on the long-term study of mobility, its evolution, and the cultural imaginaries surrounding it.  In 2021, he mentored six students from the University of Paris (Mickaël Devienne, Modou Fall, Sophie Manasterski, Antoine Mini, Christelle Rouaud, and Máté Seress) in their work on the rationing of carbon-intensive travel: A carbon card specifically for travel: Is it possible, fair, and desirable?^[1]. He presents the results of this study, which was funded by the Forum Vies Mobiles research institute, supported by the SNCF.

Background

Q - Why talk about rationing carbon-intensive travel?

A - The need to decarbonize our society—and transportation in particular—is now widely recognized. This necessarily requires a change in behavior. However, as the “Yellow Vests” crisis illustrated, such a change cannot take place if it is perceived as unfair. By proposing an alternative to the carbon tax that is more accurate (The wealthiest are just as affected as the poorest.) and more effective (since the total amount of CO2 emissions from travel is capped), rationing carbon-intensive travel represents an opportunity worth exploring and a public policy option that deserves to be considered.

Q - What are the objectives of this study?
A - Until now, the rationing of carbon-intensive travel had always been studied from a purely theoretical perspective. The concept had been established (limiting the annual greenhouse gas emissions of a territory’s residents through an individual quota system), but the practical aspects had not yet been thoroughly explored.^[2]. The objective of the study was therefore to analyze how such a system could be implemented in practice and to shed light on the choices and complexities it would raise. This is a first step toward move the issue forward. The study established three criteria against which to analyze these issues: fairness, clarity, and practicality.

Q - What are the next steps following this study?
A - The Forum vie Mobile is currently considering how to follow up on this study. Among the possible courses of action being considered are:

• include international flights, excluded from this first draft,
• seek citizens' input directly and other relevant parties (e.g., employers) through the organization of working groups or focus group,
• conduct a full-scale test of this program, for example by working with one or more pilot municipalities.

The Study's Findings: Questions to Consider

Q - What specific support is available for implementation?
A - The first question—a very practical one—is how to actually measure and track the use of this quota (how do I know how many kilograms of CO2 from my annual quota I’ve used this year) and how to stop that use once the quota is reached. Rather than the mobile app option—which was used, for example, in a Finnish pilot project—the study suggests operate using cards, such as credit cards. This carbon card would be used with every fuel purchase: the annual carbon quota would then be reduced by the corresponding emissions. For air travel, the same carbon quota is also reduced with every ticket purchase^[3]. This solution is designed to be as convenient as possible and to be inclusive of people who do not have a smartphone or who have difficulty using one.

Q - How should quotas be allocated to ensure fairness among residents?
A - Equity is a key factor in success. In fact, it is equity, which will ensure that this system is fair and, as a result, accepted by the public. The various rules designed to ensure this equitable distribution will, of course, have to be decided through a democratic process. One issue highlighted by the study is balance the clarity of the system with a fair consideration of everyone's constraints. Several criteria are proposed, including:

• age,
• the residential area, with a higher quota for people living in sparsely populated areas,
• Overseas territories: to take into account this unique characteristic of French territory,
• certain special situations: for example, recognizing the specific mobility needs of people with disabilities.

The government could also be allocated a reserve of allowances to be distributed according to certain criteria or to address extreme shortages of allowances at the end of the year.

Another question that public authorities will need to address is how to manage unused quotas. What should be done if a person does not use up their entire quota? One approach suggested by the study is to allow the sale of these quotas, but at a regulated price to prevent speculation. There should be a cap on the number of additional allowances an individual can purchase in a given year.

Q - How can we ensure that a system that so drastically disrupts daily life is accepted?
A - A system like this obviously disrupts established routines and must therefore be rolled out gradually. The study suggests several approaches:

• start with thebusiness travelbefore expanding for personal travel^[4],
• start with theair travel, which are probably seen as less essential, before expanding to the car,
• start with volunteers before making the system mandatory. This would allow the system to be tested in practice, but above allfromchange society's perceptions by demonstrating that reducing transportation emissions is possible.

More broadly speaking, this issue of the imagination is key. The concept of moderation which is still considered taboo in many circles must be made not only audible, but also desirable.