Jimin Zhao

The Chinese Government's Role in Implementing Multilateral Environmental Agreements: The Case of the Montreal Protocol

The Multilateral Fund created by amendments to the Montreal Protocol played a key role in motivating the Chinese government to ratify and comply with the Protocol. Two other factors have affected Chinas actions in meeting the Protocols requirements: the nations desire to appear as a responsible and co-operative actor in solving global environmental problems, and the interest of Chinas principal implementing agency in expanding its responsibilities and authorities. Three factors have had significant roles in enhancing the national governments ability to implement the Protocol: expanded administrative capacity, participation of local government units with capability to enforce regulations, and the employment of market-based environmental policy instruments.

Implementing International Environmental Treaties in Developing Countries: China's Compliance with the Montreal Protocol

Since signing the Montreal Protocol in 1991, China has complied with the Protocols procedural requirements and has satisfied its substantive obligations for reducing ozone-depleting substances by meeting the 1999 freeze targets and making progress towards reaching the 50 percent reduction goals for 2005. The Protocols Multilateral Fund has played a key role in Chinas compliance. The sector-based approach to funding, which approved sector-level funding and targets for reduction of ozone-depleting substances, has been much more effective in changing government and industry behavior than the previous project-by-project approach, which required an application and approval procedure for each individual project. Other factors contributing to Chinas success include the use of market-based policies and regulations, positive government leadership and capacity building, and the participation of local environmental protection bureaus in implementing the Protocol.

The future of gas infrastructures in Eurasia

Abstract The IIASA-WEC study global energy perspectives emphasized trends toward cleaner, more flexible, and more convenient final energy forms, delivered chiefly by energy grids, and noted potential energy infrastructure deficiencies in Eurasia. We compare planned interregional gas pipelines and LNG terminals in Eurasia with the studys projected trade flows for 2020. We focus on the studys three high-growth scenarios and single middle course scenario. The comparison indicates that high gas consumption in a scenario need not imply high gas trade. For the former Soviet Union, a robust strategy across all six scenarios is to implement existing plans and proposals for expanding gas export capacity. For Eastern Europe, significant import capacity expansions beyond current plans and proposals are needed in all but the middle course scenario. Western European plans and proposals need to be increased only in two high gas consumption scenarios. Planned and proposed capacities for the Middle East (exports) and centrally planned Asia (imports) most closely match a high gas trade scenario, but are otherwise excessive. Paradoxically, for the Pacific OECD, more short-term import capacity is needed in scenarios with low gas consumption than in high-consumption scenarios. For Southeast Asia, proposed import capacities are significantly higher than scenario trade projections.

Integrated Transportation Solutions: Images of the Future

For most cities sustainable travel is an important transport policy aspiration, implying amongst other objectives much less dependence on oil and much reduced carbon dioxide (CO2) emissions. Some jurisdictions have adopted stringent CO2 reduction targets. But all, including the more progressive cities, are experiencing major difficulties in moving towards greater sustainability in travel behaviour. The private car (fuelled by petrol and diesel) remains the mainstream mode of travel under current trends and prospective trajectories. The different baselines, projections, and opportunities are considered for two very different contexts, London and Jinan (China), drawing on two previous modelling studies carried out by us. The likely possibilities for reducing transport CO2 emissions are examined, developing normative and qualitative scenarios, combined with a more quantitative understanding of the likely make up of the future images. Each scenario is compared relative to the current business as usual projections for transport CO2 emissions. The conclusion comments on the potential for achieving change, on the need for the more radical “discontinuity” measures which may move towards sustainable mobility, and also on the continuing difficulties in implementation.