Current projects

Books

• F. Creutzig, J.C. Goldschmidt (2008)
  Energie, Macht, Vernunft - Der umfassende Blick auf die Energiewende
  Shaker, ISBN 978-3-86858-070-9 (order here). Abstract.
  
  

  Klimawandel und explodierende Energiekosten - die Probleme unserer Energieversorgung sind gewaltig. Aber mögliche Lösungen gibt es längst: Erneuerbare Energien und Energiesparen. Doch warum fällt es uns so schwer, diese Ideen auch umzusetzen? Wer dies verstehen will, muss mehr als Naturwissenschaft und Technik befragen. Mächtige Akteure mit eigenen Interessen blockieren wichtige Veränderungen und scheinbar unverrückbare Weltbilder verhindern engagiertes Handeln. Menschen verändern ihr Verhalten nur langsam und notwendige Kooperationen zwischen Menschen und Gruppen sind nur schwer zu erreichen. Nur wenn wir auch diese Aspekte berücksichtigen, werden wir es schaffen, unsere Energieversorgung menschenfreundlich und nachhaltig umzugestalten. Zwanzig junge Wissenschaftler der unterschiedlichsten Fachrichtungen - von der Historikerin bis zum Physiker - machen sich daran, die verschiedenen Aspekte unserer Energieversorgung zu erforschen: Den Klimawandel, wie die Energiewende möglich ist und welche Rolle Macht und Weltbilder in Politik und Wirtschaft spielen. Mit einer einzigartigen Kombination von Blickweisen stellen sie die Herausforderungen und Chancen unserer Energieversorgung anschaulich dar.

Assessment Reports

As Contributing Author:

• Sathaye et al. (2011)
  Renewable Energy in the Context of Sustainable Development
  In: IPCC Special Report on Renewable Energy Sources and Climate Change Mitigation, IPCC [O. Edenhofer, R. Pichs - Madruga, Y. Sokona, K. Seyboth, P. Matschoss, S. Kadner, T. Zwickel, P. Eickemeier, G. Hansen, S. Schlömer, C. von Stechow (eds)], Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA. Abstract.
  

  
  Historically, economic development has been strongly correlated with increasing energy use and growth of greenhouse gas (GHG) emissions. Renewable energy (RE) can help decouple that correlation, contributing to sustainable development (SD). In addition, RE offers the opportunity to improve access to modern energy services for the poorest members of society, which is crucial for the achievement of any single of the eight Millennium Development Goals. Theoretical concepts of SD can provide useful frameworks to assess the interactions between SD and RE. SD addresses concerns about relationships between human society and nature. Traditionally, SD has been framed in the three-pillar model - Economy, Ecology, and Society - allowing a schematic categorization of development goals, with the three pillars being interdependent and mutually reinforcing. Within another conceptual framework, SD can be oriented along a continuum between the two paradigms of weak sustainability and strong sustainability. The two paradigms differ in assumptions about the substitutability of natural and human-made capital. RE can contribute to the development goals of the three-pillar model and can be assessed in terms of both weak and strong SD, since RE utilization is defined as sustaining natural capital as long as its resource use does not reduce the potential for future harvest...

• Mitchell et al. (2011)
  Policy, Financing and Implementation
  In: IPCC Special Report on Renewable Energy Sources and Climate Change Mitigation, IPCC [O. Edenhofer, R. Pichs - Madruga, Y. Sokona, K. Seyboth, P. Matschoss, S. Kadner, T. Zwickel, P. Eickemeier, G. Hansen, S. Schlömer, C. von Stechow (eds)], Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA. Abstract.
  

  
  Renewable energy can provide a host of benefits to society. In addition to the reduction of carbon dioxide (CO2) emissions, governments have enacted renewable energy (RE) policies to meet a number of objectives including the creation of local environmental and health benefits; facilitation of energy access, particularly for rural areas; advancement of energy security goals by diversifying the portfolio of energy technologies and resources; and improving social and economic development through potential employment opportunities. Energy access and social and economic development have been the primary drivers in developing countries whereas ensuring a secure energy supply and environmental concerns have been most important in developed countries. An increasing number and variety of RE policies - motivated by a variety of factors - have driven substantial growth of RE technologies in recent years. Government policies have played a crucial role in accelerating the deployment of RE technologies. At the same time, not all RE policies have proven effective and efficient in rapidly or substantially increasing RE deployment. The focus of policies is broadening from a concentration almost entirely on RE electricity to include RE heating and cooling and transportation...

Journal articles

• F. Creutzig, A. Popp, R. Plevin, G. Luderer, J. Minx, O. Edenhofer (2012)
  Reconciling top-down and bottom-up modeling on future bioenergy deployment.
  Nature Climate Change (in print) Abstract.
  

  
  The IPCC's Special Report on Renewable Energy Sources and Climate Change Mitigation (SRREN) assesses the role of bioenergy as a solution to meeting energy demand in a climate-constrained world. Based on integrated assessment models, the SRREN states that deployed bioenergy systems will contribute the highest proportion of primary energy among renewable energies and result in GHG emission reductions. The Report also acknowledges insights on life-cycle emissions from biofuels. But the SRREN fails to reconcile results on indirect land-use change in inductive bottom-up studies, such as life-cycle analyses, and deductive top-down assessment.

• F. Creutzig (2012)
  Transport costs, urban form and optimal public transit
  submitted to the Journal of Urban Economics Abstract.
  

  
  Urban form and transportation infrastructure mutually influence each other. For example, dense Hong Kong boasts a viable and efficient public transit network, whereas many sprawled US cities are best served with automobiles. Here we present a simple model of a monocentric city with public transit and automobiles that explains modal share as a function of urban form, infrastructure investment and marginal transport costs. The contribution to the literature is two-fold. First, adding to urban economic theory, we derive two conditions of optimal public transport infrastructure provision. We also identify a market failure: A private mass transport provider under- invests into public transport infrastructure. Second, adding to the ongoing discussion on urban transport and energy use, we argue that this two-modal model is a useful explanatory framework to investigate empirical observations on urban form, transport energy use and modal share.

• F. Creutzig, E. McGlynn, J. Minx, O. Edenhofer (2011)
  Climate policies for road transport revisited (I): Evaluation of the current framework.
  Energy Policy 39(5): 2396-2406 Abstract.
  

  
  The global rise of greenhouse gas (GHG) emissions and its potentially devastating consequences require a comprehensive regulatory framework for reducing emissions, including those from the transport sector. Alternative fuels and technologies have been promoted as a means for reducing the carbon intensity of the transport sector. However, the overall transport policy framework in major world economies is geared towards the use of conventional fossil fuels. This paper evaluates the effectiveness and efficiency of current climate policies for road transport that (1) target fuel producers and/or car manufacturers, and (2) influence use of alternative fuels and technologies. With diversifying fuel supply chains, carbon intensity of fuels and energy efficiency of vehicles cannot be regulated by a single instrument. We demonstrate that vehicles are best regulated across all fuels in terms of energy per distance. We conclude that price-based policies and a cap on total emissions are essential for alleviating rebound effects and perverse incentives of fuel efficiency standards and low carbon fuel standards. In tandem with existing policy tools, cap and price signal policies incentivize all emissions reduction options. Design and effects of cap and trade in the transport sector are investigated in the companion article (Flachsland et al., in this issue).

• C. Flachsland, S. Brunner, O. Edenhofer, F. Creutzig (2011)
  Climate policies for road transport revisited (II): Closing the policy gap with cap-and-trade.
  Energy Policy 39(4): 2100-2110 Abstract.
  

  
  Current policies in the road transport sector fail to deliver consistent and efficient incentives for greenhouse gas abatement (see companion article by Creutzig et al., in press). Market-based instruments such as cap-and-trade systems close this policy gap and complement traditional policies that are required where specific market failures arise. Even in presence of strong existing non-market policies, cap-and-trade delivers additional abatement and efficiency by incentivizing demand side abatement options. This paper analyzes generic design options and economic impacts of including the European road transport sector into the EU ETS. Suitable points of regulation are up- and midstream in the fuel chain to ensure effectiveness (cover all emissions and avoid double-counting), efficiency (incentivize all abatement options) and low transaction costs. Based on year 2020 marginal abatement cost curves from different models and current EU climate policy objectives we show that in contrast to conventional wisdom, road transport inclusion would not change the EU ETS allowance price. Hence, industrial carbon leakage induced by adding road transport to the EU ETS may be less important than previously estimated.

• F. Creutzig, M. Thess, J. Zhou, M. Replogle (2011)
  Trapped in tremendous congestion - Can Beijing find a road towards harmonious and sustainable transport?
  (cn/eng)
  The Journal of Urban Transport of China, 9(2) (in print) Abstract.
  

  
  Beijing's congestion and air pollution is infamous among local residents and visitors. While rising car ownership demonstrates increased material well-being, and is a show-case of the Chinese economic miracle, car driving in the dense urban fabric of Beijing deteriorates the efficiency of transport, local public health and quality of life, and contributes to human-made global warming. The social disbenefits of significantly increased use of cars in Beijing most likely outweighs the benefits of increased driving. Beijing municipal authorities are clearly aware of this challenge, and many policy instruments are being implemented to reduce the burden of car traffic for residents and transport users alike. While partial improvements are visible, current measures have not been sufficient to manage growing transport demand. Absent further initiatives, present trends point to further deterioration in transport system efficiency and quality of life. This paper demonstrates the potential benefits of more effective transport demand management, integrated public transit provision, land-use planning and car pricing, which together could help make Beijing a city of harmonious and sustainable transport.

• A. Papson, F. Creutzig, L. Schipper (2010)
  Compressed Air Vehicles: Drive Cycle Analysis of Vehicle Performance, Environmental Impacts, and Economic Costs
  Transport Research Record: Journal of the Transportation Research Board. No. 2191. pp. 67-74. DOI: 10.3141/2191-09 Abstract.
  

  
  In the face of the climate crisis, petroleum dependence, and volatile gasoline prices, it is imperative to explore possible opportunities in unconventional alternative-fuel vehicles. One such option is the Compressed Air Vehicle (CAV), or air car, powered by a pneumatic motor and on-board high-pressure gas tank. While proponents claim CAVs offer environmental and economic benefits over conventional vehicles, the technology has until recently not been subject to a rigorous analysis. This paper characterizes the potential performance of CAVs in terms of fuel economy, driving range, carbon footprint, and fuel costs, and examines their viability as a transportation option as compared to gasoline and electric vehicles. Subjects of analysis include: energy density of compressed air; thermodynamic losses of expansion; CAV efficiency on a pump-to-wheel and well-to-wheel basis; and comparisons to gasoline and electric vehicles. Results show that while the CAV is a bold, unconventional solution for today's transportation challenges, it is ultimately not viable, comparing poorly to gasoline and electric vehicles in all environmental and economic metrics. Further, applications of the CAV are severely constrained due to its limited driving range. The results from this paper, including the analysis of energy density and expansion losses, may be used to identify future opportunities for CAV applications. The pump-to-wheels and well-to-wheels methodology contained here establishes a framework for evaluating future CAV designs.

• F. Creutzig, O. Edenhofer (2010)
  Mobilität im Wandel - Wie der Klimaschutz den Transportsektor vor neue Herausforderungen stellt
  Internationales Verkehrswesen 62(3):1-6. Abstract.
  

  
  Der Intergovernmental Panel on Climate Change (IPCC) empfiehlt eine weltweite Reduktion der Treibhausgasemission von mindestens 50 % bis 2050, um gefährlichen Klimawandel zu vermeiden. Von einer nachhaltigen Senkung der Emissionen ist die Weltwirtschaft jedoch trotz der Finanzkrise noch weit entfernt. Derzeit steigen die Emissionen nämlich weltweit - im Transportsektor sogar schneller als in anderen Sektoren. Eine Vermeidung gefährlichen Klimawandels wird daher nur möglich sein, wenn die Emissionen im Transportsektor weit unter das heutige Niveau abgesenkt werden.

• F. Creutzig, A. Papson, L. Schipper, D. Kammen (2009)
  Economic and environmental evaluation of compressed-air cars
  Environ. Res. Lett. 4:044011. Abstract.
  

  
  Climate change and energy security require a reduction in travel demand, a modal shift, and technological innovation in the transport sector. Through a series of press releases and demonstrations, a car using energy stored in compressed air produced by a compressor has been suggested as an environmentally friendly vehicle of the future. We analyze the thermodynamic efficiency of a compressed-air car powered by a pneumatic engine and consider the merits of compressed air versus chemical storage of potential energy. Even under highly optimistic assumptions the compressed-air car is significantly less efficient than a battery electric vehicle and produces more greenhouse gas emissions than a conventional gas-powered car with a coal intensive power mix. However, a pneumatic-combustion hybrid is technologically feasible, inexpensive and could eventually compete with hybrid electric vehicles.

• F. Creutzig, D. He (2009)
  Climate change mitigation and co-benefits of feasible transport demand policies in Beijing
  Transportation Research D 14: 120-131. Abstract.
  

  
  Urban car transportation is a cause of climate change but is also associated with additional burdens such as traffic congestion and air pollution. Studies of external costs and potential impacts of travel demand management help to define policy instruments that mitigate the damaging impact of transportation. Here, we analyze different externalities of car transportation in Beijing and show that social costs induced by motorized transportation are equivalent to about 7.5-15.0% of Beijing's GDP. Congestion and air pollution contribute the most with climate change costs being the most uncertain. We show that a road charge could not only address congestion but also has environmental benefits. The paper investigates the role of demand elasticities and demonstrates that joint demand and supply-side policies provide considerable synergies.

• F. Creutzig, D. M. Kammen (2009)
  The Post-Copenhagen Roadmap Towards Sustainability: Differentiated Geographic Approaches, Integrated Over Goals
  Innovation, Vol 4 (4): 301-321. Abstract.
  

  
  Climate change will bring economic, social and environmental costs at scales beyond any other human experience (IARU, 2009). Studies imply that humanity must reduce CO2 below its current atmospheric concentration if we are to preserve a planet like the one we are now adapted to (Hansen et al., 2008). Considerable action has been taken since the Kyoto protocol was adopted in 1990 and ratified in 2005, but emissions continue to accelerate with potentially fatal effects. In fact, considerable ambivalence surrounds the Kyoto protocol. On the one hand, it is the only current substantial international effort to mitigate dangerous climate change. On the other hand, it lacks ambition. Its instruments mostly rely on complicated financial incentives, while mitigation focuses on single-source, context-detached, quantifiable and technology-oriented cases. (...) In response, we suggest a systemic approach in which mitigation measures are integrated across a set of sustainability goals, so they can be used to tackle local environmental, economic and social issues simultaneously, making them far more effective. Meanwhile, they should be specific to location, i.e. adapted to local geo- graphical situations and cultural knowledge.

Book chapters

• F. Creutzig, A. Thomas, D. M. Kammen, E. Deakin (2012)
  Transport Demand Management in Beijing, China: Progress and Challenges
  In Low Carbon Transport in Asia: Capturing Climate and Development Co-benefits, edited by E. Zusman, A. Srinivasan, and S. Dhakal (Earthscan, London, 2012) ISBN 9781844079148. Abstract.
  

  
  Car dependence fosters increased congestion and air pollution locally, while contributing to climate change globally. Chinese cities undergoing extreme rapid motorization and urbanization face these issues at an unprecedented level in a short time period. Comprehensive transportation demand management (TDM) measures, including urban road pricing, have the potential to lessen these impacts. While the overall impact of a city toll are considered beneficial, from a political economy perspective these benefits must alleviate the reservations and concerns of users, particularly motorists. In China, reforms and decentralization have paved the way for more entrepreneurial leadership and political careers are now intrinsically linked to economic growth and, partially, to the automobile industry as a central economic pillar. Many institutions are neither designed nor have the capacity to handle the dynamism inherent with greater motorization. We propose and examine strategies to reducing barriers to the implementation of a city toll in Beijing and other Chinese cities, and identify crucial stakeholders. In particular, we address inequitable distribution of impacts, loss aversion, land-use development that promote car traffic, institutional deficits and indicators that emphasize economic growth. We propose to align a city toll with extended public transit, mixed-use and transit oriented development, and increased emphasis on capacity development and sustainability indicators. We also discuss ways how China's pattern of isomorphic development of different regions can be leveraged to promote TDM measures.

• R. Mühlhoff, F. Creutzig (2011)
  Der Weg zu einem nachhaltigen städtischen Transportwesen
  pp.105-109 In Urban Futures 2050 - Szenarien und Lösungen für das Jahrhundert der Städte, Heinrich-Böll-Stiftung, Berlin,ISBN 978-3-86928-057-8. Abstract.
  

  
  Das offizielle Ziel der EU-Klimapolitik ist die Begrenzung der durchschnittlichen globalen Temperaturerhöhung bis 2100 auf maximal 2°C. Das erfordert bis 2050 eine Reduktion der jährlichen Emission aller Treibhausgase auf etwa 20 Prozent des Standes von 1990. Für ca. ein Fünftel der CO2-Emission in der Europäischen Union ist derzeit der Straßenverkehr verantwortlich. Die Reduktion seiner CO2-Intensität auf etwa 20 Prozent innerhalb von vier Jahrzehnten stellt eine Herausforderung dar, die nur durch eine Kombination aus technologischem Wandel, einschneidenden verkehrspolitischen Maßnahmen auf städtischer und auf nationaler Ebene und einem grundlegenden Wandel der Mobilitätsgewohnheiten erreicht werden kann. Regulatorische Maßnahmen 'von oben', also etwa auf nationaler oder europäischer Ebene, können zwar einen wichtigen Beitrag zu diesem Ziel leisten, reichen jedoch bei weitem nicht aus. Es sind daher besonders die Städte als Akteure gefragt, für die seit 1990 kontinuierlich steigende CO2-Belastung durch den Transportsektor eine Trendwende herbeizuführen.

• F. Creutzig, D. M. Kammen (2009)
  Getting the carbon out of transportation fuels
  In H. J. Schellnhuber, M. Molina, N. Stern, V. Huber & S. Kadner (Eds.), Global Sustainability - A Nobel Cause. Cambridge: Cambridge University Press, UK. Abstract.
  

  
  Transport is currently responsible for 13 % of global greenhouse gas (GHG) emissions and it contributes 23 % of global carbon dioxide emissions from fuel combustion (International Energy Agency, 2008). Global transport-related carbon dioxide emissions are expected to increase by 57 % in the period 2005 - 2030, making this the fastest growing sector globally. At the same time, there is consensus in science and politics that global GHG emissions must be reduced by more than 80 % from 1990 levels by 2050 to avoid perilous global warming. It is clear that the transport sector will need to be central to mitigation efforts. One important contribution to- wards this goal can be to reduce the carbon content of fuels or, more generally, vehicle propellants. In this essay, we investigate the potential of biofuels and electric mobility to decarbonize car transportation. As with most areas of a sustainable energy economy, large improvements are possible, but they require a 'systems science' approach that works across disciplines and considers traditional vehicles approaches and stationary power. Science, technology, policy, economics, and cultural awareness must be utilized in concert.

• F. Creutzig (2008)
  Ökonomische Anreize und kollektives Handeln in Zeiten des Klimawandels
  In: Energie, Macht, Vernunft: Der umfassende Blick auf die Energiewende, Shaker, ISBN 978-3-86858-070-9. Abstract.
  

  
  Wir haben mit einer Beschreibung des Klimawandels angefangen und haben daraus geschlussfolgert, dass wir unsere Energieversorgung auf eine bestimmte Art und Weise umstellen sollten. An den Beispielen des Erneuerbaren Energiengesetz und des Emissionshandels haben wir gesehen, dass wir uns in Deutschland mal mehr mal weniger konsequent auf eine nachhaltige Energiepolitik hinbewegen. Als Hinderniss für eine erfolgreiche Energiewende haben wir das Verhalten der vier großen Energiekonzerne, des Wirtschaftsministeriums und ihrer führenden Vertreter identifiziert. Einer Energiewende entgegengesetzte Interessen und damit verbunden vorherrschende Einflussmöglichkeiten sind gigantische Bremsblöcke auf dem Weg in eine nachhaltige Wirtschaft. Genügt uns diese Beschreibung? Können wir einfach böse von gut unterscheiden? Hier wollen wir uns noch ein wenig weiter in die Theorie des menschlichen Verhaltens vertiefen. Dabei sollen uns zunächst spieltheoretische Experimente als Anhaltspunkte dienen, die wir anschließend mit philosophischen Positionen abgleichen können. Dabei werden wir sehen, dass eine banale Kritik an bösen Managern uns genauso wenig weiterhilft, wie das bloße Fordern einer nachhaltigen Energiewirtschaft. Vielmehr, so die These, müssen für eine zukunftsfähige Wirtschaftsform grundsätzliche Rahmenbedingungen und Normen unserer Gesellschaft mit bedacht und verändert werden, da diese individuelles Verhalten entscheidend beeinflussen. Wir beginnen mit einer Einführung in die neoklassische ökonomische Sichtweise und bauen diese aus, indem wir uns an Fallbeispielen orientieren.

• F. Creutzig, P. Fahr (2008)
  Über die Legitimation einer Machtelite
  In: Energie, Macht, Vernunft: Der umfassende Blick auf die Energiewende, Shaker, ISBN 978-3-86858-070-9. Abstract.
  

  
  In diesem Kapitel wollen wir fragen, wer denn nun Inhaber der Macht ist und ansprechen, ob diese Macht legitimiert werden kann. In unserer heutigen komplexen Gesellschaft mit ihren unterschiedlichen Dimensionen (Wirtschaft, Politik, Recht, Wissenschaft, etc.) ist die Macht nicht allein einer Person zuzuordnen. Unsere Verfassung sieht zum Beispiel vor, dass die Bundeskanzlerin keine direkte Einflussnahme auf das Bundesverfassungsgericht hat. Andererseits sagt uns unsere Alltagsverständnis, dass nicht jeder das gleiche Quantum an Macht besitzt. Vielen erscheint das Abgeben der Wählerstimme als eher nutzloses Ritual. Wir werden von manchen Entscheidungen der Politik direkt betroffen (z.B. Steuern) und haben doch nicht das Gefühl, diese Beeinflussen zu können. Dagegen scheint es so, dass eine Reihe von Personen bestimmte Positionen innehaben, die ihnen zumindest in einzelnen Dimensionen unserer Gesellschaft überproportionalen Einfluss zusichern. Minister und hohe Verwaltungsbeamte haben signifikanten Einfluss auf das Formulieren von Gesetzen. Manager, Aufsichtsräte und Beratungsfirmen entscheiden über die Zukunft der Belegschaft und Investitionen. Journalisten und die Verantwortlichen in den Verlagshäusern haben Gestaltungsmöglichkeit der äffentlichen Wahrnehmung. Ein Busfahrer oder eine Kassiererin haben dagegen mit diesen Prozessen nichts zu tun. Wir beobachten also, dass es zumindest in den einzelnen gesellschaftlichen Dimensionen kleine Gruppen von wichtigen Personen gibt, die verhältnismäßig große Einflussmäglichkeiten haben. Diese Menschen werden oft als Elite bezeichnet.

• F. Creutzig, E.-M. Jung (2008)
  Macht - ein philosophischer Zugang
  In: Energie, Macht, Vernunft: Der umfassende Blick auf die Energiewende, Shaker, ISBN 978-3-86858-070-9. Abstract.
  

  
  Eine Energiewende durchzuführen bedeutet eine radikale Änderung bestehender Strukturen und damit eine Konfrontation mit Macht. Wir wollen zunächst herausfinden, was sich hinter dem Begriff 'Macht' verbirgt, und wie Machtphänomene abstrakt beschrieben werden können, um konkrete Machtverhältnisse besser zu verstehen und zentrale Machtstrukturen des Energiemarktes zu beleuchten. Zudem gilt auch für uns: Grundlegende gesellschaftliche Veränderungen können nur durch irgendeine Form der Beeinflussung der beteiligten Akteure herbeigeführt werden. Damit wird das Verfügen und der 'richtige' Umgang mit Macht vorausgesetzt.

• R. Schäfer, F. Creutzig (2008)
  Globale Treibhausgassteuer und Emissionshandel: Eine Frage des Instruments oder der Ausgestaltung?
  In: Ablasshandel gegen Klimawandel? Marktbasierte Instrumente in der globalen Klimapolitik und ihre Alternativen, VSA-Verlag, ISBN 978-3-89965-291-8. Abstract.
  

  
  In this contribution to the attac-reader on emission trading, we discuss the pros and cons of emission trading and carbon taxation. We point out that the particular design of each instrument matters to evaluate its overall benefit.

• F. Creutzig, B. Knierim (2007)
  Urbanes Stadtklima: ohne Auto, dafür mit Zukunft
  In: Klima der Gerechtigkeit, VSA-Verlag, ISBN 978-3-89965-243-7. Abstract.
  

  
  Ungerechtigkeit ist ein soziales Problem - der Klimawandel ein ökologisches. Was haben beide miteinander zu tun? Wenn einige Menschen Umweltschäden verursachen und andere diese zu erleiden haben, so ist das ungerecht. Der Treibhauseffekt verstärkt also auch die weltweiten sozialen Unterschiede. Klimaschutz ist daher ein Gerechtigkeitsthema, das sich in viele Teilbereiche aufgliedern lässt. Einen dieser Bereiche stellen wir hier vor: urbane Mobilität. Hier verursacht städtischer Autoverkehr lokale Probleme wie Luftverschmutzung, Lärm oder Verkehrsunfälle. Gleichzeitig verstärken seine CO2-Emissionen den globalen Treibhauseffekt. Städtischer Verkehr verursacht also Ungerechtigkeit auf zwei Ebenen: global und lokal.

• F. Creutzig, J. Janssen, K. Palamarz, N. Szöke (2005)
  Institutionelles Setting von Konflikten beim Schutz von ökologisch wertvollen Feuchtgebieten in einer komparativen Studie zwischen Kroatien und Österreich
  In: Projekt Junges Europa, Wehrhahn, Hannover, ISBN 3-86525-018-1. Abstract.
  

  
  Am Beispiel der Donauauen unterhalb von Wien in Österreich und den Biotopen der Drau im Nordwesten Kroatiens untersucht diese Studie die Interaktion verschiedener Akteure im Konflikt um Bedrohung und Schutz von Feuchtgebieten. Dabei wurden jeweils die als relevant erachteten Akteure interviewt. Anschließend wurden deren Interessen analysiert. Dabei stellt dieser Artikel die problematischen Inhalte, also die Grundlage der auftretenden Konflikte, heraus. Besondere Schwerpunkte liegen in der gegenseitigen Rollenzuschreibung, den zum Teil dadurch identifizierbaren Machtverhältnissen und den zu Grunde liegenden Weltbildern. Im Zusammenhang mit den situationsbedingten speziellen Interessen vermögen diese Schwerpunkte die unterschiedliche Kommunikationsstruktur zwischen Österreich und Kroatien zu erklären. Die Unterschiede und Gemeinsamkeiten zwischen den Situationen in den beiden Ländern sind im Zusammenhang der Ost - West Unterschiede Europas von besonderem Interesse.
  
  

• J. Minx, F. Creutzig, V. Medinger, T. Ziegler, A. Owen, G. Baiocchi (2010)
  Developing a pragmatic approach to asses urban metabolism in Europe. A report to the European Environment Agency.
  Abstract.
  

  
  This report has two overriding objectives: A) The development of a conceptual framework to capture urban metabolism in Europe, which can adequately describe the functionalities, assess the environmental impacts of urban areas/patterns as well as ongoing urbanisation processes across Europe, show the inter- linkages and mutual impacts among urban areas and between urban and rural areas, and identify the drivers and successful response measures; B) The provision of a first pragmatic approach to assess the environmental impact of urban areas and urbanisation processes from a European perspective and identify the role of different drivers.

• F. Creutzig, Flachsland, C., McGlynn, E., Minx, J., Brunner, S., Edenhofer, O. (2010)
  CITIES: Car industry, road transport and an international emission trading scheme - policy options. A report commissioned by BMW.
  Abstract.
  

  
  This report evaluates existing regulations for climate change mitigation in the transport sector and investigates the effects of including transportation in emission trading schemes.

• M. Replogle, M. Kondransky, L. Daizong, Y. Liu, W. Y. Wen, R. Weinberger, J. Kaehny, M. Rufo, F. Creutzig (2010)
  Travel Demand Management in Beijing: Opportunities for Green, High-Tech, Equitable Transport ( 北京市交通需求管理: 建设绿色交通、科技交通与和谐交通的机遇)
  Prepared by Institute for Transportation and Development Policy and the China Sustainable Energy Program, The Energy Foundation. Abstract.
  

  
  This report reviews some of the global best practices in TDM world-wide that may be most transferable to Beijing in the next several years, focusing on three most promising strategies where Beijing could advance effective TDM measures: parking management and pricing, regulation of official cars, and congestion pricing or road user charging.

• D. Bongardt, M. Breithaupt, F. Creutzig (2010)
  Beyond the Fossil City: Towards low Carbon Transport and Green Growth
  GTZ working paper. Presented at the Fifth Regional EST Forum, 23 - 25 August 2010, Bangkok, Thailand. Also available as technical document of the GIZ. Abstract.
  

  
  Transport is a fast growing sector. A steadily increasing motorization along with urbanization is a trend that can be observed in most developing countries. This and the oil dependence of the transport sector lead to considerable growth rates of carbon emissions. Actions to stop this trend are urgently needed. This paper shows how national and/or urban low-carbon transportation policies could help countries to win the battle and achieve a smart, sustainable economic growth while at the same time stabilizing and later reducing transport emissions. Sustainable Development Policies and Measures in the transport sector include a variety of co-benefits, e.g. reduced air pollution, social equity and economic development. In the context of the global economic crisis such measures promote economic growth, social stability and also can be implemented at reasonable costs.