Transport in developing countries and climate policy: suggestions for a Copenhagen agreement and beyond

Also in the global South, transport already significantly contributes to climate change and has high growth rates. Further rapid motorisation of countries in Asia and Latin America could counteract any climate efforts and aggravate problems of noxious emissions, noise and congestion. This Paper aims at connecting the need for transport actions in developing countries to the international negotiations on a post-2012 climate change agreement. It outlines the decisions to be taken in Copenhagen and the preparations to adequately implement these decisions from 2013. Arguing, that a sustainable transport approach needs to set up comprehensive policy packages, the paper assesses the substance of current climate negotiations against the fit to sustainable transport. It concludes that the transport sector's importance should be highlighted and a significant contribution to mitigation efforts required. Combining the two perspectives lead to several concrete suggestions: Existing elements of the carbon market should be improved (e.g. discounting), but an upscale of the carbon market would not be an appropriate solution. Due to a lack of additionality, offsetting industrialised countries' targets would finally undermine the overall success of the climate agreement. Instead, a mitigation fund should be established under the UNFCCC and financed by industrialised countries. This fund should explicitly enable developing countries to implement national sustainable development transport and mobility policies as well as local projects. While industrialized countries would set up target achievement plans, developing countries should outline low carbon development strategies, including a section on transport policy. -- Die rasante Motorisierung Asiens und Lateinamerikas könnte die Klimaschutzerfolge konterkarieren. Bis 2030, so Prognosen der IEA, werden im Verkehrssektor 2,5 Gigatonnen CO2 mehr emitiert als heute; 80 Prozent davon in den Ländern des Südens. Das Papier soll die Notwendigkeit verdeutlichen, dass in den Entwicklungsländern im Verkehrssektor heute schon Maßnahmen ergriffen werden müssen und die Klimaverhandlungen für die Post-Kyoto-Phase eine wichtige Gelegenheit sind. Die Ansätze in den gegenwärtigen Klimaverhandlungen werden den Anforderungen einer nachhaltigen Verkehrspolitik gegenübergestellt und dafür plädiert, den Stellenwert des Verkehrssektors zu den Klimaschutzanstrengungen zu erhöhen. Dafür werden mehrere konkrete Vorschläge gemacht: So sollten vorhandene Elemente des Emissionshandels verbessert werden, die eigentlich angemessene Lösung sei jedoch ein neues Instrument: Um die Entwicklungsländer in die Lage zu versetzen Maßnahmen in der Verkehrspolitik umzusetzen und Politiken und Projekte vor Ort zu fördern, sollte ein von den Industrieländern finanzierter Klimaschutzfonds unter dem UN-Klimaregime eingerichtet werden. In Strategien für eine kohlenstoffarme Entwicklung sind dabei die Politikinstrumente einer nachhaltigen Verkehrsentwicklung zu integrieren.

Steuerung nachhaltiger Daseinsvorsorge im öffentlichen Nahverkehr: politische Handlungsperspektiven

Das vorliegende Wuppertal Paper setzt sich mit der Frage der Verankerung von Daseinsvorsorge und Dienstleistungsqualität im Öffentlichen Personennahverkehr (ÖPNV) auseinander. Das Papier liefert eine Diskussionsgrundlage, die - ausgehend von der derzeitigen Gesetzeslage - das Politikfeld ÖPNV konzeptionell weiterentwickelt. Unter dem Stichwort nachhaltige Daseinsvorsorge wird die Frage gestellt, wie der ÖPNV verstärkt zum Ziel einer nachhaltigen Entwicklung beitragen kann. Im Mittelpunkt des Papiers steht die Analyse von Gesetzestexten, ausgewählten Nahverkehrsplänen und Ausschreibungen. Auf Basis der Analyse werden die zentralen Begriffe Daseinsvorsorge und Dienstleistungsqualität definiert und anschließend Ziele einer nachhaltigen Daseinsvorsorge und Dienstleistungsqualität sowie entsprechende Qualitätskriterien aufgestellt. Die abschließenden Thesen skizzieren die mögliche Rolle einer nachhaltigen Daseinsvorsorge in einem zunehmenden Wettbewerbsumfeld. -- This Wuppertal Paper deals with the question how public services and service quality can be guaranteed in the public transport sector. The paper built a basis for further discussions how - based on current laws - the policy field public transport can conceptually be developed further. The question is raised how far public transport can contribute to a sustainable development. The paper focuses on analysing existing laws, selected local public transport plans and invitation of tenders. On basis of these analyses, the central terms public services and service quality will be defined, and additionally objectives and quality criterions of sustainable public services and service quality will be developed. Finally, thesis about the future role of sustainable public services in an increasing competitive environment will be formulated,

Efficacy and safety of epratuzumab in patients with moderate/severe active systemic lupus erythematosus: results from EMBLEM, a phase IIb, randomised, double-blind, placebo-controlled, multicentre study

Objective: To identify a suitable dosing regimen of the CD22-targeted monoclonal antibody epratuzumab in adults with moderately to severely active systemic lupus erythematosus (SLE). Methods: A phase IIb, multicentre, randomised controlled study (NCT00624351) was conducted with 227 patients (37–39 per arm) receiving either: placebo, epratuzumab 200 mg cumulative dose (cd) (100 mg every other week (EOW)), 800 mg cd (400 mg EOW), 2400 mg cd (600 mg weekly), 2400 mg cd (1200 mg EOW), or 3600 mg cd (1800 mg EOW). The primary endpoint (not powered for significance) was the week 12 responder rate measured using a novel composite endpoint, the British Isles Lupus Assessment Group (BILAG)-based Combined Lupus Assessment (BICLA). Results: Proportion of responders was higher in all epratuzumab groups than with placebo (overall treatment effect test p=0.148). Exploratory pairwise analysis demonstrated clinical improvement in patients receiving a cd of 2400 mg epratuzumab (OR for 600 mg weekly vs placebo: 3.2 (95% CI 1.1 to 8.8), nominal p=0.03; OR for 1200 mg EOW vs placebo: 2.6 (0.9 to 7.1), nominal p=0.07). Post-hoc comparison of all 2400 mg cd patients versus placebo found an overall treatment effect (OR=2.9 (1.2 to 7.1), nominal p=0.02). Incidence of adverse events (AEs), serious AEs and infusion reactions was similar between epratuzumab and placebo groups, without decreases in immunoglobulin levels and only partial reduction in B-cell levels. Conclusions: Treatment with epratuzumab 2400 mg cd was well tolerated in patients with moderately to severely active SLE, and associated with improvements in disease activity. Phase III studies are ongoing

Old wine in new skins? : Experiences from adopting voluntary agreements in Chinese state-owned enterprises

The Chinese national government has put energy efficiency and pollution control at the heart of its 11th five-year plan (2005-2010). However, implementation of national policies at the local level is notoriously poor in China. In order to tackle this problem, voluntary agreements were signed between local Environmental Protection Bureaus and 14 mostly state-owned companies from different energy-intensive sectors in Nanjing, Xi'an and Kelamayi in the context of an ongoing EU-funded pilot project. In Nanjing, for instance, agreed targets are in the range of a 3-5% reduction in energy intensity by 2009 over a 2007 baseline. The pilot agreements are informed by Dutch experiences with long-term agreements on energy efficiency (LTA/1989-1999) as European best practice, but have been significantly adjusted to Chinese circumstances. Much emphasis was put on process management applying a cooperative approach throughout. Each enterprise put together a so-called Energy Action Team for voluntary agreement development and implementation. This helped to create a sense of ownership in the companies and assigned clear responsibilities. Energy Action Teams conducted Energy Potential Scans in cooperation with a Dutch expert to identify energy saving potentials and possible measures to realize them. On this basis, achievable targets were agreed and a detailed action plan was developed. A first evaluation is scheduled for April 2009. By lifting industry on a more equal power level with government authorities, voluntary agreements showed to be an effective policy instrument to overcome traditional institutional constraints to environmental policy implementation at the local level in China

Achieving sustainable mobility in developing countries : suggestions for a post-2012 agreement

In December 2009, countries meet in Copenhagen to establish a new global climate agreement. This article links the need for reducing transport-related greenhouse gas emissions in developing countries with the current international climate negotiations. Arguing that a sustainable transport approach requires comprehensive policy packages, it assesses the suitability of current climate negotiation proposals in promoting sustainable transport. The project-based approach under the current climate regime incentivises neither comprehensive sustainable transport and mobility policies, nor sufficient numbers of local projects. Current proposals to increase efforts by developing countries, to reform the Clean Development Mechanism, and to create new emission trading mechanisms are promising but still have to overcome several obstacles. One obstacle involves how to properly assess the impact of actions while maintaining streamlined procedures. The authors conclude from their analysis that the best way forward would be to establish an international mitigation fund with a dedicated transport window financed by industrialised countries. This fund would enable developing countries to implement national policies and local projects. Developing countries would outline low-carbon development strategies, including a sectoral strategy for low-carbon transport

Transport in developing countries and climate policy : suggestions for a Copenhagen agreement and beyond

Also in the global South, transport already significantly contributes to climate change and has high growth rates. Further rapid motorisation of countries in Asia and Latin America could counteract any climate efforts and aggravate problems of noxious emissions, noise and congestion. This Paper aims at connecting the need for transport actions in developing countries to the international negotiations on a post-2012 climate change agreement. It outlines the decisions to be taken in Copenhagen and the preparations to adequately implement these decisions from 2013. Arguing, that a sustainable transport approach needs to set up comprehensive policy packages, the paper assesses the substance of current climate negotiations against the fit to sustainable transport. It concludes that the transport sector's importance should be highlighted and a significant contribution to mitigation efforts required. Combining the two perspectives lead to several concrete suggestions: Existing elements of the carbon market should be improved (e.g. discounting), but an upscale of the carbon market would not be an appropriate solution. Due to a lack of additionality, offsetting industrialised countries' targets would finally undermine the overall success of the climate agreement. Instead, a mitigation fund should be established under the UNFCCC and financed by industrialised countries. This fund should explicitly enable developing countries to implement national sustainable development transport and mobility policies as well as local projects. While industrialized countries would set up target achievement plans, developing countries should outline low carbon development strategies, including a section on transport policy