Diplomacy & Defense Think Tank News

The advancement of governance architecture in the Arctic region and dealing with the “Arctic development paradox” have been among the most significant challenges of the circumpolar North for decades. The common denominator of both issues is the growing necessity to frame solutions that credibly and effectively support the Arctic’s social and environmental systems in the face of climate change and globalisation. The current status quo seems deficient, which is why understanding the main impediments is subject to public and academic discussion. This article contributes to these debates by referring to the concept of governability to demonstrate how transregional activities advance the development of more coherent governance in the Arctic. The article explores approaches applied by transregional organisations and cooperation programmes that constitute the governance system in the European Arctic. Specifically, it scrutinises governing interactions developed by the Barents Regional Council and the Northern Periphery and Arctic Programme to overcome the normative trap of the Arctic development paradox. This research follows a semi‐structured, exploratory approach, which facilitates identifying key elements of a structurally and conceptually led response that resounds in each case. Combined with a synoptic literature review, this article answers two questions: First, how do the transregional actors approach the Arctic development paradox in their cooperation strategies and programmes, and to what extent do these approaches differ? Second, what kind of recommendations do they provide to overcome the Arctic development paradox?

The advancement of governance architecture in the Arctic region and dealing with the “Arctic development paradox” have been among the most significant challenges of the circumpolar North for decades. The common denominator of both issues is the growing necessity to frame solutions that credibly and effectively support the Arctic’s social and environmental systems in the face of climate change and globalisation. The current status quo seems deficient, which is why understanding the main impediments is subject to public and academic discussion. This article contributes to these debates by referring to the concept of governability to demonstrate how transregional activities advance the development of more coherent governance in the Arctic. The article explores approaches applied by transregional organisations and cooperation programmes that constitute the governance system in the European Arctic. Specifically, it scrutinises governing interactions developed by the Barents Regional Council and the Northern Periphery and Arctic Programme to overcome the normative trap of the Arctic development paradox. This research follows a semi‐structured, exploratory approach, which facilitates identifying key elements of a structurally and conceptually led response that resounds in each case. Combined with a synoptic literature review, this article answers two questions: First, how do the transregional actors approach the Arctic development paradox in their cooperation strategies and programmes, and to what extent do these approaches differ? Second, what kind of recommendations do they provide to overcome the Arctic development paradox?

Bus rapid transit (BRT), an innovative transit solution from the Global South, represents a more affordable and easier to implement mass transit mode in comparison to railway systems. Despite these advantages, many cities struggle to implement BRT due to different challenges from the need of an institutional framework and financing to the managing of competing transport modes and public opposition from car users and informal bus operators, as well as the design of BRT components (e.g. the quality of the infrastructure, vehicles and service). When these challenges are not solved, already implemented BRT systems struggle to successfully perform and expand their network to increase the service coverage. This paper studies the case of Jakarta’s BRT, which has become the largest BRT network in the world and reaches 82% of the city’s population. This study shows how Transjakarta has been able to face the different challenges for the phasing-in, good performance and expansion of its network, and presents lessons for the future of BRT within an integrated transit network that includes other mass transit modes, as well as formerly informal feeder services.

Bus rapid transit (BRT), an innovative transit solution from the Global South, represents a more affordable and easier to implement mass transit mode in comparison to railway systems. Despite these advantages, many cities struggle to implement BRT due to different challenges from the need of an institutional framework and financing to the managing of competing transport modes and public opposition from car users and informal bus operators, as well as the design of BRT components (e.g. the quality of the infrastructure, vehicles and service). When these challenges are not solved, already implemented BRT systems struggle to successfully perform and expand their network to increase the service coverage. This paper studies the case of Jakarta’s BRT, which has become the largest BRT network in the world and reaches 82% of the city’s population. This study shows how Transjakarta has been able to face the different challenges for the phasing-in, good performance and expansion of its network, and presents lessons for the future of BRT within an integrated transit network that includes other mass transit modes, as well as formerly informal feeder services.

Bus rapid transit (BRT), an innovative transit solution from the Global South, represents a more affordable and easier to implement mass transit mode in comparison to railway systems. Despite these advantages, many cities struggle to implement BRT due to different challenges from the need of an institutional framework and financing to the managing of competing transport modes and public opposition from car users and informal bus operators, as well as the design of BRT components (e.g. the quality of the infrastructure, vehicles and service). When these challenges are not solved, already implemented BRT systems struggle to successfully perform and expand their network to increase the service coverage. This paper studies the case of Jakarta’s BRT, which has become the largest BRT network in the world and reaches 82% of the city’s population. This study shows how Transjakarta has been able to face the different challenges for the phasing-in, good performance and expansion of its network, and presents lessons for the future of BRT within an integrated transit network that includes other mass transit modes, as well as formerly informal feeder services.

The socio-economic well-being of urban areas depends on a well-functioning transportation system that makes it easier for people to access goods and services. Most urban areas in emerging economies are expanding in size and human population, resulting in increased demand for transportation and mobility. But these urban areas are characterised by high motorisation and inadequate public transportation resulting in traffic congestion, accidents and increasing greenhouse gas (GHG) emissions. Urban rail (metro, tram, suburban) can be the solution because trains can move a large number of people at high speed at short intervals, provide reliable services because of its spatial isolation, contribute minimal GHGs when the source of energy is renewable, and has a low accident rate. However, urban rail is expensive and require many technical and technological capabilities often unavailable in emerging economies because they are technological latecomers. This paper examines how two emerging economies, China and India, have been developing local capabilities through an industrial policy to ensure increased urban rail development.

The socio-economic well-being of urban areas depends on a well-functioning transportation system that makes it easier for people to access goods and services. Most urban areas in emerging economies are expanding in size and human population, resulting in increased demand for transportation and mobility. But these urban areas are characterised by high motorisation and inadequate public transportation resulting in traffic congestion, accidents and increasing greenhouse gas (GHG) emissions. Urban rail (metro, tram, suburban) can be the solution because trains can move a large number of people at high speed at short intervals, provide reliable services because of its spatial isolation, contribute minimal GHGs when the source of energy is renewable, and has a low accident rate. However, urban rail is expensive and require many technical and technological capabilities often unavailable in emerging economies because they are technological latecomers. This paper examines how two emerging economies, China and India, have been developing local capabilities through an industrial policy to ensure increased urban rail development.

The socio-economic well-being of urban areas depends on a well-functioning transportation system that makes it easier for people to access goods and services. Most urban areas in emerging economies are expanding in size and human population, resulting in increased demand for transportation and mobility. But these urban areas are characterised by high motorisation and inadequate public transportation resulting in traffic congestion, accidents and increasing greenhouse gas (GHG) emissions. Urban rail (metro, tram, suburban) can be the solution because trains can move a large number of people at high speed at short intervals, provide reliable services because of its spatial isolation, contribute minimal GHGs when the source of energy is renewable, and has a low accident rate. However, urban rail is expensive and require many technical and technological capabilities often unavailable in emerging economies because they are technological latecomers. This paper examines how two emerging economies, China and India, have been developing local capabilities through an industrial policy to ensure increased urban rail development.

Railway systems are essential in high-density urban areas in emerging economies, but cities and their transit agencies struggle to finance them due to the high upfront-investment costs, continuous maintenance, and network expansion costs. However, when transit planning is integrated with land-use planning in favour of transit-oriented development (TOD) strategies, land value capture (LVC) can be generated to cover part of the costs to finance transit infrastructure. In Hong Kong, the Mass Transit Railway Corporation (MTRC) has successfully implemented its metro system through its Rail+Property (R+P) model, a public-private cooperation with a government-led approach. This development-based LVC mechanism provides development rights from the government to the MTRC for master planning, property development and management. This has enabled the expansion of the MTRC portfolio beyond transport operations, such as residential and commercial development, property leasing and management, consultancy services, etc. This study not only presents the policies that have allowed the success of the R+P model, but also raises the question about its replicability in other contexts without the same particular conditions of Hong Kong. This contributes to draw policy lessons for the integration of transit and land-use planning and the use of LVC mechanisms for the financing of railway systems.

Railway systems are essential in high-density urban areas in emerging economies, but cities and their transit agencies struggle to finance them due to the high upfront-investment costs, continuous maintenance, and network expansion costs. However, when transit planning is integrated with land-use planning in favour of transit-oriented development (TOD) strategies, land value capture (LVC) can be generated to cover part of the costs to finance transit infrastructure. In Hong Kong, the Mass Transit Railway Corporation (MTRC) has successfully implemented its metro system through its Rail+Property (R+P) model, a public-private cooperation with a government-led approach. This development-based LVC mechanism provides development rights from the government to the MTRC for master planning, property development and management. This has enabled the expansion of the MTRC portfolio beyond transport operations, such as residential and commercial development, property leasing and management, consultancy services, etc. This study not only presents the policies that have allowed the success of the R+P model, but also raises the question about its replicability in other contexts without the same particular conditions of Hong Kong. This contributes to draw policy lessons for the integration of transit and land-use planning and the use of LVC mechanisms for the financing of railway systems.

Railway systems are essential in high-density urban areas in emerging economies, but cities and their transit agencies struggle to finance them due to the high upfront-investment costs, continuous maintenance, and network expansion costs. However, when transit planning is integrated with land-use planning in favour of transit-oriented development (TOD) strategies, land value capture (LVC) can be generated to cover part of the costs to finance transit infrastructure. In Hong Kong, the Mass Transit Railway Corporation (MTRC) has successfully implemented its metro system through its Rail+Property (R+P) model, a public-private cooperation with a government-led approach. This development-based LVC mechanism provides development rights from the government to the MTRC for master planning, property development and management. This has enabled the expansion of the MTRC portfolio beyond transport operations, such as residential and commercial development, property leasing and management, consultancy services, etc. This study not only presents the policies that have allowed the success of the R+P model, but also raises the question about its replicability in other contexts without the same particular conditions of Hong Kong. This contributes to draw policy lessons for the integration of transit and land-use planning and the use of LVC mechanisms for the financing of railway systems.

Zum Auftakttreffen der konzertierten Aktion von Politik, Gewerkschaften und Arbeitgebern äußert sich Marcel Fratzscher, Präsident des Deutschen Instituts für Wirtschaftsforschung (DIW Berlin), wie folgt:

Dass sich Bundeskanzler Scholz mit Gewerkschaften und Arbeitgebern trifft, um den stark steigenden Preisen vor allem im Energiebereich zu begegnen, ist prinzipiell gut. Das Signal der Bereitschaft zum gemeinsamen Handeln, das vom heutigen Auftakttreffen ausgeht, ist wichtig. Alle Beteiligten müssen nun aber aufpassen, dass die konkreten Maßnahmen, die wohl nach der Sommerpause folgen sollen, wirksam sind und nicht – wie beispielsweise der Tankrabatt – verpuffen. Es darf keine faulen Kompromisse mehr geben. Andernfalls könnte viel Vertrauen verspielt werden und die Hoffnung der Bürgerinnen und Bürger auf hilfreiche Gegenmaßnahmen zur Inflation schwinden. 

Zentral ist, dass nicht nur Arbeitnehmerinnen und Arbeitnehmer Zugeständnisse machen, sondern auch die Arbeitgeber. Die Lasten müssen fair verteilt werden. So sollten beispielsweise Unternehmen, die kaum von der Krise betroffen sind oder sogar von ihr profitieren, nicht vor Lohnerhöhungen bewahrt werden. Und so sollten beispielsweise gezielt Geringverdienende entlastet werden statt pauschal alle Erwerbstätigen. Lohnerhöhungen dürfen nicht durch Einmalzahlungen ersetzt werden. Dauerhafte Preissteigerungen lassen sich damit nicht auffangen. Die Lohn-Preis-Spirale ist ein Mythos und darf nicht als Ausrede herhalten, damit Arbeitgeber um Lohnerhöhungen herumkommen. Die realen Löhne und damit die Kaufkraft der Einkommen der Beschäftigten dürften mit durchschnittlichen Lohnerhöhungen von vier bis fünf Prozent und einer Inflation von über sieben Prozent in diesem Jahr deutlich sinken. Von einer Lohn-Preis-Spirale sind wir meilenweit entfernt. 

Die Bundesregierung sollte sich als eigenen Beitrag zur konzertierten Aktion zu einer expansiven Finanzpolitik für Zukunftsinvestitionen bekennen und damit konsequenterweise auch die Schuldenbremse für 2023 aussetzen. Eine restriktive Finanzpolitik wird die Inflation nicht reduzieren, sondern den wirtschaftlichen Schaden nur weiter verschärfen. Die Bundesregierung sollte ein Paket von Zukunftsinvestitionen als Teil der konzertierten Aktion beschließen, um das Wirtschaftspotenzial in den kommenden Jahren zu erhöhen, damit den Druck auf die Inflation zu reduzieren und gleichzeitig mehr Wachstum und Einkommen zu generieren.

Die Abteilung Energie, Verkehr, Umwelt sucht zum nächstmöglichen Zeitpunkt eine studentische Hilfskraft (w/m/div) für 12 bis 15 Wochenstunden.

Das DIW Berlin ist eines der führenden europäischen Wirtschaftsforschungsinstitute. Weitblick und die Optimierung überholter Strukturen gehören zum Selbstverständnis des Hauses. Als Teil der Leibniz-Gemeinschaft identifiziert sich das Institut mit einem Bewusstsein um Belange der Chancengleichheit und des fairen so­zialen Miteinanders. Die Gewährleistung von Umsetzung, Ein­haltung und Aktualisierung gleichstellungsspezifischer Belange obliegt der Gleichstellungsbeauftragten.

Gesucht wird als Unterstützung für die Gleichstellungsbeauftragten zum nächstmöglichen Zeitpunkt eine studentische Hilfskraft (w/m/div) für 10 bis 19 Wochenstunden.

The UN Security Council is expected to renew the mandate of the UN Support Mission in Libya (UNSMIL) by the end of July 2022. Deliberations on UNSMIL’s mandate are unfolding amid a protracted political impasse. Since March, renewed competition between the two rival executives has paralyzed the UN-endorsed framework that emerged from the Libyan Political Dialogue Forum. This competition among elites has also drawn attention away from the underlying drivers of violence and insecurity and caused the political, security, economic, and human rights situations to deteriorate.

In this context, the International Peace Institute (IPI), the Stimson Center, and Security Council Report co-hosted a virtual roundtable discussion on June 9, 2022. This roundtable offered a platform for member states, UN stakeholders, civil society representatives, and independent experts to share their assessments of the situation in Libya in a frank and collaborative environment. The discussion was intended to help the Security Council make more informed decisions with respect to the prioritization and sequencing of UNSMIL’s mandate and the mission’s strategic orientation and actions on the ground.

Participants agreed that the UN continues to be an important partner to Libya and that UNSMIL’s mandate is broad and flexible enough to enable continued engagement. Nonetheless, it will be essential for the UN Security Council and UNSMIL to recalibrate international support to the country in the coming months. To this end, participants urged the UN to leverage its role as an impartial actor that can increase cohesion among the various dialogue initiatives, hold stakeholders accountable, and sustain engagement with civil society groups. Participants also identified the need for the UN to develop and implement a more holistic approach to its mandate by focusing more on economic issues and mainstreaming human rights across all processes. Further, participants noted that UNSMIL needs to effectively communicate its strategy and priorities, including its desired “end state.” Finally, participants urged both the Security Council to remain unified and continue prioritizing Libya and member states to ensure that their actions are consistent with their stated positions.

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The COVID-19 pandemic and the climate crises are both revealing resilience and inequalities in the Arctic region.
These inequalities are manifold, and many relate to infrastructure – either lack of or unequal, not cultural-appropriate access to them in a remote context.
Infrastructure can provide an overarching framework for policymaking in the Arctic, also for the EU.
The EU should consider the relevance of the local level more strategically and link this relevance to infrastructure issues

The COVID-19 pandemic and the climate crises are both revealing resilience and inequalities in the Arctic region.
These inequalities are manifold, and many relate to infrastructure – either lack of or unequal, not cultural-appropriate access to them in a remote context.
Infrastructure can provide an overarching framework for policymaking in the Arctic, also for the EU.
The EU should consider the relevance of the local level more strategically and link this relevance to infrastructure issues