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REDD crediting vs. REDD funds : how avoided deforestation under the UNFCCC should be financed
(2010)
CDM-Reformen 2012
(2012)
CDM-Reform
(2011)
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.
Achieving sustainable mobility in developing countries : suggestions for a post-2012 agreement
(2009)
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.
The sectoral clean development mechanism : a contribution from a sustainable transport perspective
(2007)
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.
Proposals for contributions of emerging economies to the climate regime under the UNFCCC post 2012
(2008)
Under the principle of "common but differentiated responsibilities” (Article 3.1 of the UNFCCC) non-Annex I parties have so far been exempted from emission limitation or reduction commitments. However, the pressure is mounting on those countries, especially major emitting developing countries, to contribute actively to the mitigation of climate change. Participation by these developing countries in a future international climate regime is often called for, but it is usually unclear how and how much these countries should participate, what kind of support they need and in which sectors. This project aims to provide a more detailed view on six countries to understand how they could best make a contribution to the regime and how they could best be supported in limiting their greenhouse gas emissions.
Fragmentation or standardisation? : Offset use in Australia, California, Japan and South Korea
(2012)
The Clean Development Mechanism (CDM) is in crisis. More and more market participants are leaving the sector. In the light of this development, some argue that governments should step in as buyers of Certified Emission Reductions (CERs). Given the limited volumes of public funding, however, governments will have to prioritise some projects over others. This policy brief therefore analyses national purchase programmes and multilateral carbon funds in order to identify criteria public investors are applying in the selection of the projects they finance. The aim is to identify a vision of a high quality CDM project that be can be made use of when designing a possible support programme.
Vom 28. November bis 10. Dezember 2005 fand im kanadischen Montreal die 11. Klimakonferenz (COP 11) statt. Doch diesmal kamen nicht nur die Vertragsstaaten der Klimarahmenkonvention zusammen, sondern es traten gleichzeitig und erstmalig auch die mittlerweile 156 Mitgliedsstaaten des Kyoto-Protokolls zusammen (COP/MOP 1). Neben letzten Weichenstellungen für dessen Umsetzung ging es in Montreal insbesondere darum, Verhandlungen über die Fortentwicklung der Kyoto-Verpflichtungen auf den Weg zu bringen. Ein Anlass, um Bilanz zu ziehen.
The first Meeting of the Parties to the Kyoto Protocol (MOP 1) took place from 28 November to 10 December 2005 in Montreal, in conjunction with the eleventh meeting of the Conference of the Parties to the Framework Convention on Climate Change (COP 11). This meeting signifies a successful start into a new era of international climate policy: The Kyoto Protocol, which in the past had been sometimes declared as being dead, has become operational.
The challenges of the meeting were framed along the "Three Is", Implementation, Improvement and Innovation. The first challenge (Implementation) entailed in particular the adoption of the Marrakesh Accords, the agreements reached at COP 7 in Marrakesh that set out the detailed rules for making the Kyoto Protocol operational. The second challenge (Improvement) referred to improving the work of the Framework Convention and the Kyoto Protocol in the near future. The third and most important challenge (Innovation) referred to the further evolution of the regime.
This article by Bettina Wittneben, Wolfgang Sterk, Hermann E. Ott und Bernd Brouns provides an account of the main developments in Montreal along the lines of the "Three Is". The paper concludes with an assessment and outlook on international climate policy.
Aufgrund der asymmetrischen Struktur von Ursache und Wirkung (historische Hauptverursacher im Norden, besondere Verwundbarkeit des Südens) und aufgrund der schnell aufholenden Entwicklung der Schwellenländer sind vor allem die Nord-Süd-Beziehungen ein entscheidender Faktor bei der Bewältigung des Klimaproblems. Die "alten", traditionellen Industriestaaten werden die sich industrialisierenden Staaten des Südens nur dann zu eigenen Minderungsleistungen bewegen können, wenn sie - neben eigenen ambitionierten Reduktionen - auch in hohem Maße die Minderungsmaßnahmen im Süden finanzieren und die ärmeren Staaten bei der Anpassung unterstützen. Technologische Unterstützung und Finanzierung sind deshalb bei der internationalen Klimakonferenz (COP13) in Bali im Jahr 2007 zu einem Kernprojekt für die post-2012-Verhandlungen geworden.
Selbst konservative Schätzungen rechnen mit mehreren Dutzend Milliarden US-Dollar für die Minderung des Treibhausgasausstoßes und für Anpassungsmaßnahmen pro Jahr. Es ist daher nötig, bei der Finanzierung der Bekämpfung des Klimawandels nicht allein auf staatliche Mittel zu setzen, sondern auch private Mittel verstärkt mit einzubeziehen.
Diese Kurzstudie, die für das Bundesministerium für wirtschaftliche Zusammenarbeit und Entwicklung (BMZ) Anfang 2008 erstellt wurde, bietet eine Aufstellung und Bewertung der bestehenden Finanzierungsoptionen auf multilateraler (und zum Teil bilateraler) Ebene, sowie eine Darstellung von in der Planung befindlichen Instrumenten und innovativer Vorschläge für neue Formen der Zusammenarbeit von staatlichen und privaten Akteuren.
What is the significance of the 2007 United Nations Climate Change Conference in Bali? The formal outcomes, especially the "Bali Action Plan", are described and commented on, along with the challenges for negotiating a post-2012 agreement in Copenhagen during 2008 and 2009. The article concludes that the outcome of the Bali meeting is insufficient when compared to the nature of the challenge posed by climate change. However, it can nevertheless be considered a success in terms of "Realpolitik" in paving the way for the negotiations ahead, because some real changes have been discerned in the political landscape. The challenges for the road towards Copenhagen are manifold: the sheer volume and complexity of the issues and the far-reaching nature of decisions such as differentiation between non-Annex I countries pose significant challenges in themselves, while the dependency on the electoral process in the USA introduces a high element of risk into the whole process. The emergence of social justice as an issue turns climate policy into an endeavour to improve the world at large - thereby adding to the complexity. And, finally, the biggest challenge is the recognition that the climate problem requires a global solution, that Annex I and non-Annex I countries are mutually dependent on each other and that only cooperation regarding technology in combination with significant financial support will provide the chance to successfully tackle climate change.