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Marketing and rewarding
(2016)
This review of sources has assessed existing evidence for economic benefits arising from marketing / social marketing and rewards-based schemes encouraging greater use of more sustainable modes and travel behaviours. It is designed to support cities in their decision making and measure selection process. The article is one of 22 reviews published in this volume.
Cleaner vehicles
(2016)
This review of sources has assessed existing evidence for economic benefits arising from innovations or interventions that aim to improve the environmental performance of vehicles - such as enhancements to engine and vehicle technologies or improved fuels. It is designed to support cities in their decision making and measure selection process. The article is one of 22 reviews published in this volume.
This review of sources has assessed existing evidence for economic benefits arising from activities fostering the use of vehicles that use electricity to power an electric motor. It is designed to support cities in their decision making and measure selection process. The article is one of 22 reviews published in this volume.
Die Wahrnehmung des Problems Klimawandel hat sich im Laufe der Zeit stark verändert. Zunächst war Klimawandel ein recht eng umrissenes Umweltproblem. Je deutlicher die Konfliktlinien zwischen Industrie- und Entwicklungsländern hervortraten, desto klarer wurde, dass Klimawandel über den Umweltbereich hinaus eine größere Tragweite hat. Klimawandel wurde zu einer Entwicklungsfrage. Inzwischen wird deutlich, dass das Problem noch tiefer liegt. Klimawandel wird zur Transformationsherausforderung aller Wirtschafts- und Gesellschaftssysteme.
Die Symphonie einer Großstadt : wie sich Wissensordnungen im kommunalen Klimaschutz formieren
(2016)
Wie kann Wuppertal sich von einer Auto-Stadt zu einer Stadt des Umweltverbundes entwickeln? Der Wuppertaler Personenverkehr ist derzeit stark vom Autoverkehr geprägt, der die umweltfreundlichen Mobilitätsformen an den Rand drängt und ihre Entfaltung erschwert: Weit mehr als die Hälfte ihrer täglichen Wege fahren die Wuppertalerinnen und Wuppertaler mit dem Auto (58 Prozent) und nur rund ein Viertel mit Bussen, Bahnen und der Schwebebahn; dazu kommen noch 15 Prozent Wege, die zu Fuß gegangen werden und gerade mal 1,5 Prozent, die mit dem Rad gefahren werden.
Um diese Situation grundlegend zu ändern, reichen kleinere Korrekturen nicht aus - erforderlich ist ein grundlegender Kurswechsel. Im Zentrum steht dabei die Idee, den Menschen und den Unternehmen in Wuppertal eine Mobilität zu ermöglichen, die ihren Bedürfnissen entspricht und dabei zugleich ökologisch verträglich, sozial verpflichtet und gerecht sowie ökonomisch effizient ist; denn nur in dieser Verknüpfung werden Mobilität und Verkehr zukunftsfähig und stadtverträglich.
Langfristig sollten drei Viertel der Wege mit dem Umweltverbund aus Bussen, Bahnen und Schwebebahn sowie mit dem Rad und zu Fuß zurückgelegt werden, so dass der Anteil des Autoverkehrs auf ein Viertel der Wege mehr als halbiert wird.
Dadurch gewinnt Wuppertal und gewinnen die Wuppertalerinnen und Wuppertaler: mehr Ruhe, eine gesündere Luft, aktiven Klimaschutz, verbesserte Verkehrssicherheit, erweiterte umweltschonenende Mobilitätsmöglichkeiten und höhere Wohnumfeldqualität. Kurzum: eine lebenswerte Stadt.
Mobilität und Verkehr sollen also in Zukunft grundlegend anders aussehen - wie, das skizziert das Impulspapier des Wuppertal Instituts mit zehn Leitlinien für eine Verkehrswende in Wuppertal. Damit leistet das Wuppertal Institut einen Beitrag aus wissenschaftlicher Sicht zur Diskussion um eine zukunftsfähige Mobilität und eine zukunftsfähige Stadtentwicklung in seiner Heimatstadt Wuppertal.
The adverse environmental impacts from inefficient building construction increase if measures to reduce energy and resource use, through stringent building policies and efficient technology, are not implemented in developed and developing countries. To illustrate a holistic approach to reducing buildings' energy and resources, the comparison of energy efficient and green buildings in terms of their technological aspects and their policy context in developed and developing countries, mainly in Europe, the USA and India, is presented together with a policy package recommendation for Nepal. A quality review of multiple literature sources, supported by various expert opinions, were the methods used for this in-depth analysis.
It discusses that mandatory building standards, voluntary labels, information instruments and financial incentives are the most effective combination for the shift towards market transformation, that results in a higher share of energy efficient and green buildings. The lesson such as higher compliance with, and enforcement of, building energy standards can be seen in developed countries (e.g. Germany). Looking at a building's life cycle perspective, it is not sufficient to focus solely on operational energy reduction in higher energy efficient buildings as this is achieved by the increased use of energy intensive materials. Green requirements must be considered in updating building energy standards and labels, particularly for developed countries. Green building certification will also become more effective when the stringency of energy standards is higher and when the whole building life cycle assessment is considered. Due to the increasing scarcity of energy and resources, many developing countries are forced to face up to the need for holistic green buildings. Although baseline standards are not as high as in most developed countries and national financial support is low, the gradual move towards making the standards more stringent and incorporating the wider scope of resource saving are positive developments in developing countries (e.g. India). However, to achieve significant success, strategies must include the establishment of a suitable funding environment, a political commitment and a strong government vision for long term and sustainable building construction. The challenges faced by Nepal are even greater due to the fast pace of urban growth and the absence of energy and resource efficient buildings policies, highlighting the need for an effective policy package. Overall, this dissertation demonstrates how energy efficient and green buildings are interlinked. Green buildings reinforced with higher levels of energy efficiency and energy efficient buildings incorporating green requirements are stepping-stones for achieving greater building energy and resource efficiencies. And a suitable policy package fosters its development.
Stockholm, Hamburg, Vitoria-Gasteiz, Nantes, Kopenhagen, Bristol, Ljubljana, Essen - das sind die Europäischen Umwelthauptstädte der Jahre 2010 bis 2017. Sie wurden in einem jährlichen europaweiten Wettbewerb von der Europäischen Kommission als Vorbildstädte ausgewählt. Sie zeigen aus Sicht der Europäischen Kommission, wie eine zukunftsfähige, umweltorientierte Stadtentwicklung im 21. Jahrhundert aussehen kann. Welchen EU-Benchmark markieren diese acht Städte für die Gestaltung eines klimaschonenden Personenverkehrs in der Stadt?
The so-called "Semesterticket" is a special tariff for university students in Germany which enables them to use public transport in the area of their university. Semester tickets are financed in solidarity by the students: If a university runs a semester ticket, all students automatically have to buy a ticket for one semester (6 months), regardless of whether they want to use public transport or not. In return, the students can use public transport in the area of their university for a very low semester contribution as much as they want without purchasing any extra tickets. In Germany, the first semester ticket was introduced 25 years ago in Darmstadt (1991) as a result of student initiatives. Today, most German universities run a semester ticket.
This article describes the concept of semester tickets in Germany, their development over the time and presents empirical research data on student acceptance and the effects of semester tickets on mode shift to public transport and the reduction of car ownership.
Wie viel Mobilität ist genug? : Suffizienz im Mobilitätsalltag und als verkehrspolitische Strategie
(2016)
Global climate
(2016)
This article summarises the main outcomes of the Lima UN Climate Conference (COP20 / CMP10). It starts with the discussions under the Durban Platform on developing a new comprehensive climate agreement and increasing short-term ambition and subsequently covers the issues relating to near-term implementation of previous decisions in the areas of transparency, reducing emissions from deforestation and forest degradation, loss and damage, adaptation, finance, and carbon markets.
Offsetting for international aviation : the state of play of market-based measures under ICAO
(2016)
This JIKO Policy Brief summarizes the state of play of the negotiations on a global market-based mechanism (global MBM) under ICAO. It specifies the respective responsibilities and different approaches of ICAO and the UNFCCC. It traces the historic activities in regard of climate protection under ICAO and provides an overview of the current negotiation process that is to culminate at the upcoming ICAO General Assembly in autumn 2016. Furthermore, the Policy Brief reflects on the CDM experience and derives recommendations.
The Paris Agreement marks a milestone in international climate policy. Though, the positive appraisal was not unanimous. This article will argue that the Paris Agreement embraces a new paradigm. Climate change is no longer seen as a clear-cut environmental problem, nor as a developmental issue, but as a challenge to fundamentally transform global societies. While criticism through the lens of the former paradigms is worthwhile, the Paris Agreement should be acknowledged as a pacemaker for the transformation processes that lay ahead of us.
The Paris Agreement adopted in December 2015 provides the basis for future international cooperation on the field of climate change mitigation. While truly global in reach, the agreement will however result in an increasingly complex new climate regime: Instead of using a uniform formula, Parties are allowed to autonomously define their NDCs (nationally determined contributions), resulting in a large diversity of contributions. This poses significant challenges for emissions accounting and the transfer of emission units.
This Policy Paper explores how these challenges can be addressed by analysing different types of NDCs and assessing their compatibility with the export and use of emission units. On that basis, the authors develop opt-in provisions for Parties willing to participate in unit transfers under the new climate regime and illustrate how potential risks to environmental integrity can be addressed.
In order to reconfigure global socio-economic systems to be compatible with social imperatives and planetary boundaries, a transition towards sustainable development is necessary. The multi-level perspective (MLP) has been developed to study long-term transformative change. This paper complements the MLP by providing an ontological framework for studying and understanding the role of narratives as the vehicle of meaning and intermediation between individual and social collective in the context of ongoing transitions. Narratives are established as an analytical entity to unpack how disturbances at the level of the socio-technical landscape are translated into and contribute to the transformation of socio-technical regimes. To illustrate and test the approach, it is applied to the case of the Fukushima catastrophe: The narratives in relation to nuclear power in Japan, Germany and the United Kingdom are scrutinized and it is explored how these narratives have co-determined the policy responses and thus influenced ongoing transformation processes in the power sectors of the respective countries.
The paper presents the results of an ex-ante evaluation of the economy-wide benefits that may be achieved through the implementation of the 20-year Energy Efficiency Action Plan (EEAP) in Thailand. The objective of the EEAP is to reduce energy intensity by 25 % in 2030 compared to 2010. This is to be reached by reducing the projected energy consumption by 20 % or 38 Mtoe until 2030. We have specified an analytical framework, which allows for a calculation of the overall energy cost savings, energy import cost reductions and reduced CO2 emissions. Moreover, we calculated the induced energy efficiency investments, employment effects and impacts on governmental budget. The evaluation shows that an effective implementation of the plan may lead to a reduction in energy expenditure of 37.7 billion EUR by 2030. Moreover, the EEAP-induced energy savings will significantly reduce the greenhouse gas emissions as well as Thailand’s energy import costs and generate private investment in energy efficiency of about 5 billion EUR annually in 2030, which in turn may lead to about 300,000 new jobs. The size of the net impact of the plan on Thailand’s governmental budget is uncertain due to positive and negative effects on corporate and income tax revenues, expenses for unemployment benefits, governmental energy consumption, expenses for energy subsidies and energy tax income.