100
A. S. Santos et al.
However, a mitigation action can be conceptualized in different ways by different
authors, that is, Tyler et al. [82] define it as any activity that contributes directly
and/or indirectly to the reduction of GHG emissions, as it generates concerns as for
the promotion of sustainable development in cities [66], which are places of high
energy consumption as fossil fuels, generated mainly by the expressive use of road
transportation [37].
Based on the principles that govern road sustainable transport, it is essential to
define and adopt measures that are capable of meeting, from a local road traffic
regulation project, an urban planning strategy to promote public transportation
in a city to a national policy, as advocated by Nationally Appropriate Mitigation
Actions (NAMA) in the pre-2020 context and from now with the NDC under the
Paris Agreement [6], and reinforced by United Nations Economic Commission for
Europe (UNECE), adopt effective public interventions to reduce CO 2 emissions, and
adaptation measures are essential to reduce vulnerability to climate change [84].
In addition, Singh et al. [76] also consider that mitigation actions correspond to
interventions and commitments, including targets, policies and projects, undertaken
by a government or other entity to reduce GHG emissions, such as: (i) National
Climate Plans, (ii) policies that establish emission standards for vehicles, regional
emissions trading systems; and energy production policies from renewable and
sustainable sources (for example, palm oil production); and (iii) NDC.
According to the definitions of NDCs prepared by countries, 91% of contributions
attributed and directed to passenger transport are observed, with urban transport
corresponding to 74% of these measures [32]. To achieve the targets set by NDCs,
mitigation measures in the transport sector may include actions to reduce or minimize
and manage the demand for travel, shift demand to low carbon modes or maintain
their participation and/or improve technologies and fuels vehicles, using the Avoid,
Shift and Improve (ASI) approach [27].
The “Avoid” strategies describe measures to reduce motorized trips and travel
times; “Shift” strategies shift travel activity to more energy efficient modes; and
the “Improve” strategies focus on increasing the energy efficiency of vehicles and
decarbonizing energy sources [32].
According to SUTP [70] and Farzaneh et al. [22], the ASI approach assists in
determining the right action plans and policy interventions to achieve a sustainable
urban transport system as described in Fig. 4.
For the ASI approach to fulfill its role in contributing to the emission reduction,
mainly of GHG, it is necessary to define which strategies will be adopted, since the
need to provide clean, decarbonized and efficient transportation is the key to solve
many challenges that cities are facing, due to their high connection with developments
in urban energy systems [102].
A. S. Santos et al.
However, a mitigation action can be conceptualized in different ways by different
authors, that is, Tyler et al. [82] define it as any activity that contributes directly
and/or indirectly to the reduction of GHG emissions, as it generates concerns as for
the promotion of sustainable development in cities [66], which are places of high
energy consumption as fossil fuels, generated mainly by the expressive use of road
transportation [37].
Based on the principles that govern road sustainable transport, it is essential to
define and adopt measures that are capable of meeting, from a local road traffic
regulation project, an urban planning strategy to promote public transportation
in a city to a national policy, as advocated by Nationally Appropriate Mitigation
Actions (NAMA) in the pre-2020 context and from now with the NDC under the
Paris Agreement [6], and reinforced by United Nations Economic Commission for
Europe (UNECE), adopt effective public interventions to reduce CO 2 emissions, and
adaptation measures are essential to reduce vulnerability to climate change [84].
In addition, Singh et al. [76] also consider that mitigation actions correspond to
interventions and commitments, including targets, policies and projects, undertaken
by a government or other entity to reduce GHG emissions, such as: (i) National
Climate Plans, (ii) policies that establish emission standards for vehicles, regional
emissions trading systems; and energy production policies from renewable and
sustainable sources (for example, palm oil production); and (iii) NDC.
According to the definitions of NDCs prepared by countries, 91% of contributions
attributed and directed to passenger transport are observed, with urban transport
corresponding to 74% of these measures [32]. To achieve the targets set by NDCs,
mitigation measures in the transport sector may include actions to reduce or minimize
and manage the demand for travel, shift demand to low carbon modes or maintain
their participation and/or improve technologies and fuels vehicles, using the Avoid,
Shift and Improve (ASI) approach [27].
The “Avoid” strategies describe measures to reduce motorized trips and travel
times; “Shift” strategies shift travel activity to more energy efficient modes; and
the “Improve” strategies focus on increasing the energy efficiency of vehicles and
decarbonizing energy sources [32].
According to SUTP [70] and Farzaneh et al. [22], the ASI approach assists in
determining the right action plans and policy interventions to achieve a sustainable
urban transport system as described in Fig. 4.
For the ASI approach to fulfill its role in contributing to the emission reduction,
mainly of GHG, it is necessary to define which strategies will be adopted, since the
need to provide clean, decarbonized and efficient transportation is the key to solve
many challenges that cities are facing, due to their high connection with developments
in urban energy systems [102].