-Let us take stock of the impact of transportation in terms of emissions of atmospheric pollutants, greenhouse gases or any other externalities generated by transportation. You may not be aware of it, but transportation stands for over half of the global oil consumption, more precisely 64% of our final oil consumption. In addition, it represents 14% of all greenhouse gas emissions. As you saw in the video about climate change, 65% of greenhouse gases are linked to CO2 emissions due to fossil fuel combustion. In France, the electric sector emits very little as it is mostly nuclear whereas in other countries, it is often the first emitter, so the emissions of other sectors appear higher in comparison. So transportation represents 28% of greenhouse gas emissions in France. In terms of atmospheric pollution, transportation is often blamed for particle emissions but it only stands for part of it, 16% for the larger particles, PM10, and 19% for the smallest and most detrimental for our health. However, transportation represents 61% of nitrogen oxide emissions, be they monoxide or dioxide, which cause ozone peaks, the often-mentioned pollution peaks which lead to circulation restriction measures in several European countries. Transportation also represents 8% of organic volatile compound emissions. Transportation also has high externalities in terms of accidentology since it represents 1.3 million deaths and 40 millions casualties per year on a global scale. It is also an extremely important vector for economic growth. It accounts for 7.8% of the French GDP, more or less equally divided between the production of the automotive industry and equipment manufacturers, in the widest sense, and a little over half for transportation services, both transportation and logistics. Nowadays, in the world, over 1.4 billion cars are in circulation, each requiring the mobilization of one tonne of raw materials, which is highly challenging for mineral resources. Lastly, transportation accounts for 22% of the budget for each region in France and 13.2% of household budgets. The share of transportation among other sectors in terms of greenhouse gas emissions, only places it in fourth place. The largest greenhouse gas emitter is energy transformation. This energy will be used by industries or buildings as heating or lighting. In second place, we find agriculture which emits methane during its processes and CO2 because of changes in land use. In third place comes industry. Transportation is in fourth place and represents on a global scale and a European scale, 14% of greenhouse gas emissions. However, one important difference with other sectors is that this graph shows you the European emissions of various sectors. They are decreasing in all except for transportation where they increased greatly between 1990 and 2008, when the crisis started. They reached an asymptote and only then did the greenhouse gas emissions start to decrease. In the world, mobility is skyrocketing and greenhouse gas emissions associated with it skyrocket too. The technical gains in terms of vehicle consumption do not offset the great increase in mobility and the number of kilometers traveled either by people or goods. This graph also shows that the wealthiest travel more. So the trend is for developing countries to see a strong increase in mobility to catch up with developed countries, which will lead to a strong growth in greenhouse gas emissions due to transportation. It is not all doom and gloom, as for instance, we have observed that the quality of outside air is improving in developed countries. It is the conjunction of many factors. In transportation especially, it comes from the implementation since 1990, of successive Euro standards, the current one being Euro 6. It has led to drastic reductions of vehicle emissions. Nowadays, one vehicle following Euro 6 emits 98% fewer NOx, than a vehicle from 1990. The same goes for carbon monoxide and particles. The standards led to a strong decrease, even if vehicle performance is still under question. The emissions under real conditions are not the same as during testing, but as a whole, emissions have largely decreased. This was observed in terms of actual emissions on the ground, especially in Europe. The same goes for CO2 emissions. There are standards for consumption per vehicle. In various countries, these standards led to a clear decrease of consumption and thus of authorized greenhouse gas emissions for newly-launched vehicles everywhere in the world. What is important is that, in transportation, there is an opposition between the reduction of atmospheric pollution and of greenhouse gas emissions. For instance, to reduce greenhouse gas emissions, we may have to encourage dieselization which would lead to more particle and nitrogen oxide emissions. So we sometimes have to make a choice. It is important to have a systemic approach. This diagram shows a life-cycle assessment which shows that to evaluate any vehicle's performance, we must take into account the production phase, the use phase, the maintenance phase, the end-of-life phase, to compare various technical solutions. And what you want to implement on a vehicle to improve its environmental performance must improve it throughout the whole cycle, and not favor one phase. In life-cycle assessments, various environmental dimensions are considered, acidification, eutrophication, greenhouse gas emissions, the use of non-renewable resources, ionization, whether you are implementing electric vehicles using nuclear energy, etc. It is important to evaluate vehicle performance on all environmental dimensions. So we need to have a systemic approach to evaluate transportation system performance. What are the prospects for transportation system performance improvement? First, there is the technical aspect of performance improvement first through the use of fuels other than fossil fuels, electricity, hydrogen, agrofuels. It also implies a reduction of vehicle consumption based on three principles. First, by reducing rolling resistance, resistance to the road and to the air thanks to aerodynamics. Then, by making the vehicle lighter. A lighter vehicle consumes less and emits fewer pollutants. Finally, improving the powertrain performance with an improvement in combustion for thermal vehicles and any conceivable hybridization solution to improve performance. Lastly, a good vehicle will be efficient if it is properly driven. So it is important to develop eco-driving training strategies to optimize the vehicles' performance. Engineering can also influence the systems' performances through traffic management, using methods to improve traffic fluidity, through standard traffic engineering as well as the use of digital tools to reroute vehicles in case of jams at a given place or simply to manage in real time the best possible affectation of vehicles to the various lanes. The second main issue to improve transportation system performance is to change our vectors and to create a modal shift whenever possible. Nowadays, individual cars represent over 80% of the trips made in all countries, even those with important collective transportation systems, such as France. So it important to be able to foster alternatives to individual cars as well as to increase the use rate of individual cars because one car carrying three people will emit about the same as a car carrying one. But for each person, the pollutant emissions will be divided by three. We also need to tackle the source of the issue and try and reduce all involuntary movement by changing the shape of our cities, their functional diversity, and our lifestyle in order to reduce our movements to voluntary movements only without involuntary movements. As a conclusion, there are a lot of externalities linked to transportation in various dimensions. In some dimensions, performance is improving but transportation is still causing a lot of damage regarding public health and quality of life. But it is important, since transportation causes damages from various natures, to have a systemic approach to avoid creating a new problem while fixing another. Lastly, we will not be able to have zero-pollution transportation systems whether in terms of greenhouse gas emissions or atmospheric pollutants without implementing electric mobility. Improving thermal mobility performance will never be enough. So we need to aim for electric mobility.
