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.

Domestic emission trading systems in Non-Annex I countries : state of play and future prospects

Since the adoption of the Kyoto Protocol in 1997, the establishment of a harmonised international carbon market has been seen as one of the main strategies in international climate policy. So far, however, the market is far from being globally harmonised or systematically linked. Instead, a mosaic of national and sub-national markets has been under development, differing in timing, location, relationship to the Protocol and their levels of legal commitment. Nevertheless, creating a global carbon market is a key goal of EU climate policy. As plans for the establishment of emissions trading systems (ETS) emerge in various non-Annex I countries, prospects for linking them to existing systems seem to finally get in reach. We have analysed the prospects of emission trading in non-Annex I countries in a recent paper on behalf of the German environment ministry. In the following we first give a theoretical overview of what design factors need to be taken into account when establishing national emission trading systems. The following elaborates on the status of emissions trading discussion in various non-Annex I countries

Sinnvoller Klimaschutz oder Ablasshandel?

Der Emissionshandel und andere Klimaschutzinstrumente decken nur einen Teil der ausgestoßenen Treibhausgase ab. Die freiwillige Kompensation von Treibhausgasemissionen ist ein neues Geschäftsfeld, das zunehmend das öffentliche Interesse auf sich zieht. Ein sinnvoller Weg oder pure Augenwischerei

Exploring standardised baselines for CDM and other carbon finance mechanisms in transport : report to the project "Applicability of post 2012 climate instruments to the transport sector (CITS)" ; final report

Taking public transport by bus in the Chinese Metropolis Hefei as an example, the report analyses the practicability of standardised baselines as possible instruments for climate protection funding. The development of standardised baselines for the transport sector has been pushed since the nineties in order to better assess emission reductions of CDM projects. Further aims of standardising are a clinical comparison and a precise forecasting. For all projects of a defined sector, class, size or a given geographical origin it is possible to develop standardised baselines in the sense of reference value for emissions. The report was produced in the context of the initiative "Partnership on Sustainable Low Carbon Transport" (SLoCaT), commissioned by the Asian Development Bank. It complements the study "Applicability of Post 2012 Climate Instruments to the Transport Sector (SITS)", that analyses the impacts of climate protection funding mechanisms like the Clean Development Mechanism (CDM) in the transport sector of metropolises in emerging nations and gives recommendations for the further development of financing mechanisms

Global climate

This report lays out the major developments in Durban and assesses the main outcomes. It is structured along the Bali roadmap for a future climate agreement that was agreed at the Bali climate conference in 2007. The Bali roadmap comprises negotiations under two tracks. First, the Ad Hoc Working Group on Further Commitments by Annex I Countries under the Kyoto Protocol (AWG-KP), established at the conference in Montreal in 2005, has been negotiating future emission targets for developed countries (listed in Annex I of the United Framework Convention on Climate Change (UNFCCC) and hence called Annex I countries). As the Kyoto Protocol's first commitment period expires in 2012, the AWG-KP is to agree on new targets for a second commitment period post-2012 as well as associated rules for accounting emissions. Second, the Ad Hoc Working Group on Long-term Cooperative Action under the Convention (AWG-LCA) has also been negotiating commitments for Annex I countries, intending to cover those that have not ratified the Protocol - that is, the USA. In addition, the LCA negotiates "Nationally appropriate mitigation actions" of developing countries, which are to be supported by Annex I countries with technology, financing and capacity-building. Both the actions and the support are to be "measurable, reportable and verifiable". The LCA also negotiates how such support for developing countries' mitigation actions may be delivered as well as how developing countries may be supported in adapting to the impacts of climate change

Sands are running out for climate protection : the Doha Climate Conference once again saves the UN climate process while real climate action is shelved for later

This report analyses the international climate negotiations at the UN climate conference in Doha in December 2012. The report is structured along the three main tracks of the negotiations: the agreement on a second commitment period under the Kyoto Protocol, the closure of the Ad-hoc Working Group on Long-Term Cooperative Action under the Convention, and the start of negotiations on a new comprehensive climate agreement that are to be concluded by 2015

ARIA 2016 : Care pathways implementing emerging technologies for predictive medicine in rhinitis and asthma across the life cycle

The Allergic Rhinitis and its Impact on Asthma (ARIA) initiative commenced during a World Health Organization workshop in 1999. The initial goals were (1) to propose a new allergic rhinitis classification, (2) to promote the concept of multi-morbidity in asthma and rhinitis and (3) to develop guidelines with all stakeholders that could be used globally for all countries and populations. ARIA-disseminated and implemented in over 70 countries globally-is now focusing on the implementation of emerging technologies for individualized and predictive medicine. MASK [MACVIA (Contre les Maladies Chroniques pour un Vieillissement Actif)-ARIA Sentinel NetworK] uses mobile technology to develop care pathways for the management of rhinitis and asthma by a multi-disciplinary group and by patients themselves. An app (Android and iOS) is available in 20 countries and 15 languages. It uses a visual analogue scale to assess symptom control and work productivity as well as a clinical decision support system. It is associated with an inter-operable tablet for physicians and other health care professionals. The scaling up strategy uses the recommendations of the European Innovation Partnership on Active and Healthy Ageing. The aim of the novel ARIA approach is to provide an active and healthy life to rhinitis sufferers, whatever their age, sex or socio-economic status, in order to reduce health and social inequalities incurred by the disease.Peer reviewe

Global climate

The fifteenth Conference of the Parties (COP 15) to the United Nations Framework Convention on Climate Change (UNFCCC) and the fifth Conference of the Parties serving as Meeting of the Parties to the Kyoto Protocol (CMP 5) took place on 7–18 December 2010 in Copenhagen. According to the "Bali Action Plan", the "roadmap" of the negotiations agreed at COP 13/CMP 3 in Bali in 2007, the Copenhagen conference was to deliver a comprehensive agreed outcome on the future climate regime. Meeting this deadline was of urgency not only because of the ever more alarming messages from climate science, but also because the first commitment period of the Kyoto Protocol expires in 2012. As ratification of a new agreement can be expected to take at least two years, a timely agreement on post-2012 emission targets is needed to prevent a "gap" after 2012. Expectations were high as more than 100 Heads of State and Government had announced their attendance and more than 40,000 participants had registered their names. However, despite a record number of five preparatory meetings over the course of 2009, the fundamental differences between Parties proved to be too difficult to overcome. The main outcome of the conference, the "Copenhagen Accord", is only a political declaration, and even this declaration was not supported by all countries. In addition, Parties agreed to continue negotiations into 2010