Editing IPCC:AR6/WGIII/Chapter-10 (section)

=== 10.4.4 Abatement Costs ===

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Taken together, the results in this section suggest a range of cost-effective opportunities to reduce GHG emissions from land-based transport. Mode shift from cars to passenger transit (bus or rail) can reduce GHG emissions while also reducing LCCs, resulting in a negative abatement cost. Likewise, increasing the utilisation of vehicles (i.e., % occupancy for passenger vehicles or % payload for freight vehicles) simultaneously decreases emissions and costs per pkm or per tkm, respectively. Within a given mode, alternative fuel sources also show strong potential to reduce emissions at minimal added costs. For LDVs, BEVs can offer emissions reductions with LCCs that are already approaching that for conventional ICEVs. For transit and freight, near-term abatement costs for the low-carbon BEV and FCV options relative to their diesel counterparts range from near USD0/tonne CO 2 -eq (e.g., BEV buses and BEV passenger rail) into the hundreds or even low thousands of dollars per tonne CO 2 -eq (e.g., for heavy-duty BEV and FCV trucks at current vehicle and fuel costs). With projected future declines in storage, fuel cell, and low-carbon hydrogen fuel costs, however, both BEV and FCV technologies can likewise offer GHG reductions at negative abatement costs across all land-transport modes in 2030 and beyond. Further information about costs and potentials is available in Chapter 12.

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