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Fossil Fuel Taxes

Moving toward green mobility: three countries, three different paths

Nancy Vandycke's picture
A local bus in Luxembourg. Photo: Fränz Bous/Flickr
As discussions concluded at COP24, countries still struggle to translate their climate commitments into effective and socially acceptable actions. This sense of stagnation is particularly evident in transport. With 23% of energy-related GHG emissions coming from the sector, transitioning to greener mobility will be crucial to the overall success of the climate agenda. Yet the world remains largely reliant on fossil fuels to move people and goods from A to B. As shown in Sustainable Mobility for All’s Global Roadmap of Action, there are multiple policy options that could help countries move the needle on green mobility, each with their own fiscal and political costs. To illustrate this, let’s look at three countries that did take concrete measures to cut carbon emissions from transport but opted for three different options: France, Luxembourg, and Norway.
 
What these countries have in common
 
These three countries all have a high level of income, which means the majority of their residents can afford to buy and own a car. The governments of these countries have also invested heavily into road and rail systems—including France’s transformative high-speed railway network. This effort has significantly increased the number of people who have access to fast and reliable transport, and helped bridge the social divide between urban and rural areas.
 
But “universal access” is only one of the four policy goals to achieve sustainable mobility: efficiency, safety, and green mobility are equally important.  Now that the infrastructure is in place, and carbon-intensive cars and trucks are on the roads, the challenge for policy-makers is to figure out how we can reach these three other goals in a world where individual mobility has become a new “social right”.  In other words, which policies will be most effective for reducing the environmental footprint of the current mobility system (GHG emissions, noise, and air pollution)?

Gasoline and Other Fossil Fuel Taxes: Why Are They Not Used?

Jon Strand's picture

When I moved from Norway to Washington with my family almost seven years ago, I went from paying more than $8 per gallon for gasoline in Oslo, to around $3 per gallon in the U.S. Our house is close to a bus stop for getting to the Metro, but the bus service is unreliable.  Here is a first-hand illustration of how the price of gasoline affects people’s behavior.  It is inexpensive to drive, so relatively few people are strongly dependent on bus service; with limited ridership there is less call for more reliable bus service and less money available to provide it.  Where it is more expensive to drive, there is greater demand for higher-quality service and lower demand for more fuel-intensive cars.  And fewer people want to live far away from their jobs or schools, or in very large dwellings that are costly to heat and cool.  Our work in energy and environmental economics confirms how economically sound energy pricing is crucial for inducing more efficient behavior.