What are the key takeaways from the Citizens' Climate Convention's proposals on mobility?

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Article written by Clément Mallet and Rodrigo Baranna – Senior Consultants

On June 26, the Citizens' Climate Convention (CCC) submitted its 149 proposals resulting from 9 months of collaborative work by these 150 citizens selected at random^[1]. These proposals form a cohesive whole and are organized into five themes: Consumption, Transportation, Food, Housing, Production, and Work. Taken together, These measures are intended to put France on track to meet its climate goal: reducing greenhouse gas emissions by 40% by 2030 compared to 1990 levels in the spirit of social justice (note that this is a long-standing public policy objective; the recent goal of carbon neutrality by 2050 should automatically lead to a higher level of ambition for mid-term climate action). With the exception of three “wild cards,” the President of the Republic has pledged to consider these 149 measures. He will be able to use three different channels:

• the Ecological Defense Council by the end of July for matters pertaining to regulations;
• a bill expected to be introduced in the fall and a subsequent referendum on the legislative measures;
• dialogue with local governments when the actions fall within their jurisdiction.

The members of the Convention also decided to form an association to continue their dialogue with public authorities and fulfill their role as a catalyst for the government. Let’s take one sector in particular: what key points can we take away from these proposals regarding the mobility of people and goods? First, we should commend the emphasis placed on transportation issues. Of the 149 proposals, 44 are directly related to the theme of “transportation,” or about one-third : Remarkably, this is roughly equivalent to the share of French emissions attributable to transportation—nearly 30%. We can also commend the systemic approach taken by the Citizens' Convention.

The report made an effort not to focus solely on the “traditional” levers, such as improving the carbon performance of existing modes of transportation and modal shift. Issues related to energy efficiency and demand reduction are also addressed, as discussed below, although it is regrettable that they are given less prominence than the other levers. For example, in the area of freight, there are proposals aimed at promoting short supply chains to reduce the distances traveled, and in the “consumption” and “production and work” sections, there are measures directly aimed at more moderate consumption, which would automatically reduce the quantities transported. With regard to reducing passenger travel, the CCC presents less ambitious proposals that focus primarily on telework.

Generally speaking, the Citizens’ Convention does not address—or addresses only to a very limited extent—the infrastructure needed for the transportation sector to adopt new energy sources. With the exception of proposals on R&D (the use of biofuels in the aviation sector and hydrogen in road freight), there is a lack of measures concerning the development of energy sectors in France. The CCC thus appears to be neglecting issues related to the need for infrastructure for the production and distribution of electricity (e.g., charging stations, electric highways, etc.), hydrogen (e.g., distribution networks, refueling stations, etc.) and biofuels—an area in which regulations are still needed, particularly regarding the selection of raw materials, to avoid conflicts with other uses (e.g., food production) and to control emissions linked to land-use change associated with their production. Let's take a look at the 44 measures related to mobility: In the following diagram, the measures are summarized and classified by mode of transportation and associated decarbonization levers. These levers are defined in the table below:

Specifically, these 44 measures are organized into 5 families and 12 goals. Carbone 4 aims to summarize and analyze the key guidelines and proposals for each of these 12 goals.

Change private car usage by moving away from solo car use and offering alternative solutions

Develop alternative modes of transportation to private cars The proposals aim to increase the use of sustainable or shared modes of transportation (including carpooling) at the expense of single-occupant car travel, particularly for commutes between home and work. To this end, the CCC proposes, on the one hand, the creation or expansion of economic incentives for sustainable and shared modes of transportation (e.g., a sustainable mobility allowance). Conversely, it addresses the issue of remaining subsidies for high-emission vehicles, particularly the tax advantage provided by the mileage allowance proportional to fiscal horsepower. It therefore proposes a revised and precise scale that penalizes the highest-emitting vehicles.

Redesigning public roads to accommodate new travel patterns To promote sustainable and/or shared modes of transportation, the CCC proposes the development of infrastructure dedicated to these modes, as well as infrastructure necessary for intermodal travel. These measures are important for maximizing the benefits of lower-emission modes of transportation beyond the economic aspect, by reducing travel time and improving access to specific areas (e.g., the downtown areas of major French cities).

Reducing Greenhouse Gas Emissions on Highways and Expressways The CCC proposes reducing the speed limit on highways from 130 to 110 km/h. The goal behind this proposal is to reduce fuel consumption per kilometer traveled, since fuel efficiency is optimal at speeds of around 80–90 km/h and increases significantly at higher speeds. This proposal has been by far the most controversial and has already been rejected by President Emmanuel Macron. Read our analysis of this issue on our website: 110 km/h on the highway: Why all the hate?

Create the conditions for a strong resurgence in rail travel beyond high-speed rail lines With the goal of increasing the use of rail transportation by the French public, these measures aim to make fares more attractive and to facilitate intermodal travel through the creation of multimodal hubs. In a sign of the challenges awaiting CCC members, Economy Minister Bruno Le Maire has already expressed initial reservations about lowering the VAT on train tickets. ^[2].

Reduce and optimize road freight transport by facilitating a shift to rail and/or inland waterways

Reduce long-distance traffic by heavy-duty vehicles that emit greenhouse gases by facilitating a shift to rail and/or inland waterways

The measures developed for this purpose directly address the issue of taxation and the cost differential between road transport and greener modes of transport, such as river and rail.  The CCC proposes phasing out tax breaks on diesel fuel in exchange for financial assistance for the purchase of cleaner heavy-duty trucks, and the implementation of a road toll applicable to both domestic and foreign carriers. More surprisingly, the CCC also proposes a bold measure to reduce the distances traveled: adjusting the VAT rate based on the distance traveled by goods. Although complex to implement, this proposal is to be commended, as it brings the issue of total transport volume in metric ton-kilometers back to the forefront.

Reduce ship emissions to zero during port operations (embarkation and disembarkation of passengers and cargo)

Maritime transport accounts for about 2% of global CO2 emissions from energy combustion ^[3]. The CCC’s scope of consideration was limited because this is a matter of international law rather than national law. The CCC’s proposal focuses on an issue that is significant in terms of air pollutant emissions but relatively minor in terms of greenhouse gas emissions: emissions at the port. To this end, one proposal is put forward: providing the means to supply electricity to ships at berth. The government, for its part, is encouraged to step up its efforts to bring about changes in international regulations.

Support the transition to a fleet of clean vehicles by regulating vehicles

Influencing regulations and supporting the transition to a fleet of clean vehicles

To promote the transition to a cleaner vehicle fleet, the CCC proposes reforming the bonus-malus system for the purchase of passenger vehicles by increasing the bonus for low-emission vehicles and the penalty for less efficient vehicles. The CCC also proposes factoring vehicle weight into this system to encourage the purchase of lighter—and therefore lower-emission—vehicles. Other proposals focus on the creation of new regulatory measures (e.g., banning the sale of high-emission new vehicles and restricting access to city centers for polluting vehicles), as well as other forms of economic incentives to encourage the purchase of more efficient vehicles (e.g., adjusting taxes on insurance policies and offering zero-interest loans).

Work with local businesses and government agencies to better organize transportationEngage businesses and government agencies to develop strategies and better organize the commutes of their employees and staff On the issue of employee and civil servant travel, the CCC relies heavily on existing measures—mobility plans—without necessarily proposing any truly new measures. The CCC’s pragmatic approach is noteworthy, as it emphasizes monitoring the existence and implementation of mobility plans and proposes potential sanctions. Its emphasis on telework is also noteworthy.

Establish a single portal providing access to all information on transportation systems and modes within a region

While it does not propose any truly new measures beyond what is provided for in the Framework Law on Mobility, this objective—which focuses on passenger travel—highlights the key role of intermodality. It notes that actions in this area can be implemented in the short term—for example, as early as 2022 with regard to the development of a single transportation information portal.

Involve citizens in mobility governance at both the local and national levels

In keeping with the principle of participatory democracy that guided the creation of the CCC, the proposal is to strengthen the role of citizens in local mobility governance. In practical terms, according to the legislative committee that advised the CCC, this would involve modifying the composition of the “partner committees” of the mobility organizing authorities to include residents selected by lottery.

Limiting the harmful effects of air travel

The CCC is considering implementing measures to discourage the widespread use of air travel. Among the proposed measures are increasing the per-kilometer environmental tax, banning the construction of new airports and the expansion of existing ones, and ending domestic flights when alternative modes of transportation are available for trips shorter than 4 hours. This last measure, however—though highly symbolic—has already been ruled out by the President of the Republic, beyond the three “wild cards.” ^[4].

Concluding Note

Thus, even though it is regrettable that certain aspects were not explored in greater depth—such as issues related to energy infrastructure or the efficiency of passenger transportation— The CCC's proposals reflect a systemic approach to transportation, by taking into account all methods and levers for reducing greenhouse gas emissions. The ball is now in the court of our policymakers. Will they be able to prove that participatory democracy is not merely a stylistic exercise, but a new way of exercising power?

Article written by Clément Mallet and Rodrigo Baranna – Senior ConsultantsClement.mallet@carbone4.comRodrigo.baranna@carbone4.com

^[1]The Proposals of the Citizens' Climate Convention^[2]RMC / BFM TV^[3]IEA^[4]Response from the President of the Republic to the members of the Citizens' Climate Convention : “When a TGV trip can be completed in two and a half hours or less, we don’t continue on domestic flights. However, I’ve noticed that in some debates, the figure mentioned is four hours; I think we need to keep a level head. We cannot allow regions to become isolated again (sic).”