The Asset Quality Review and Capital Needs: Why re-capitalise banks with public money? CEPS Policy Brief No. 311, 19 December 2013

It is generally assumed that any capital needs discovered by the Asset Quality Review the ECB is scheduled to finish by the end of 2014 should be filled by public funding (= fiscal backstop). This assumption is wrong, however. Banks that do not have enough capital should be asked to obtain it from the market; or be restructured using the procedures and rules recently agreed. The Directorate-General for Competition at the European Commission should be particularly vigilant to ensure that no further state aid flows to an already oversized European banking system. The case for a public backstop was strong when the entire euro area banking system was under stress, but this is no longer the case. Banks with a viable business model can find capital; those without should be closed because any public-sector re-capitalisation would likely mean throwing good money after bad.

The EU regime on biofuels in transport: Still in search of sustainability. Egmont Paper No. 68, July 2014

Like other regions of the world, the EU is developing biofuels in the transport sector to reduce oil consumption and mitigate climate change. To promote them, it has adopted favourable legislation since the 2000s. In 2009 it even decided to oblige each Member State to ensure that by 2020 the share of energy coming from renewable sources reached at least 10% of their final consumption of energy in the transport sector. Biofuels are considered the main instrument to reach that percentage since the development of other alternatives (such as hydrogen and electricity) will take much longer than expected. Meanwhile, these various legislative initiatives have driven the production and consumption of biofuels in the EU. Biofuels accounted for 4.7% of EU transport fuel consumption in 2011. They have also led to trade and investment in biofuels on a global scale. This large-scale expansion of biofuels has, however, revealed numerous negative impacts. These stem from the fact that first-generation biofuels (i.e., those produced from food crops), of which the most important types are biodiesel and bioethanol, are used almost exclusively to meet the EU’s renewable 10% target in transport. Their negative impacts are: socioeconomic (food price rises), legal (land-grabbing), environmental (for instance, water stress and water pollution; soil erosion; reduction of biodiversity), climatic (direct and indirect land-use effects resulting in more greenhouse gas emissions) and public finance issues (subsidies and tax relief). The extent of such negative impacts depends on how biofuel feedstocks are produced and processed, the scale of production, and in particular, how they influence direct land use change (DLUC) and indirect land use change (ILUC) and the international trade. These negative impacts have thus provoked mounting debates in recent years, with a particular focus on ILUC. They have forced the EU to re-examine how it deals with biofuels and submit amendments to update its legislation. So far, the EU legislation foresees that only sustainable biofuels (produced in the EU or imported) can be used to meet the 10% target and receive public support; and to that end, mandatory sustainability criteria have been defined. Yet they have a huge flaw. Their measurement of greenhouse gas savings from biofuels does not take into account greenhouse gas emissions resulting from ILUC, which represent a major problem. The Energy Council of June 2014 agreed to set a limit on the extent to which firstgeneration biofuels can count towards the 10% target. But this limit appears to be less stringent than the ones made previously by the European Commission and the European Parliament. It also agreed to introduce incentives for the use of advanced (second- and third-generation) biofuels which would be allowed to count double towards the 10% target. But this again appears extremely modest by comparison with what was previously proposed. Finally, the approach chosen to take into account the greenhouse gas emissions due to ILUC appears more than cautious. The Energy Council agreed that the European Commission will carry out a reporting of ILUC emissions by using provisional estimated factors. A review clause will permit the later adjustment of these ILUC factors. With such legislative orientations made by the Energy Council, one cannot consider yet that there is a major shift in the EU biofuels policy. Bolder changes would have probably meant risking the collapse of the high-emission conventional biodiesel industry which currently makes up the majority of Europe’s biofuel production. The interests of EU farmers would have also been affected. There is nevertheless a tension between these legislative orientations and the new Commission’s proposals beyond 2020. In any case, many uncertainties remain on this issue. As long as solutions have not been found to minimize the important collateral damages provoked by the first generation biofuels, more scientific studies and caution are needed. Meanwhile, it would be wise to improve alternative paths towards a sustainable transport sector, i.e., stringent emission and energy standards for all vehicles, better public transport systems, automobiles that run on renewable energy other than biofuels, or other alternatives beyond the present imagination.

Reform #1. Why Ukraine has to reform its gas sector. OSW COMMENTARY NUMBER 181/01.09.2015

In April 2015, the Ukrainian parliament passed a long-awaited law on the gas sector which paves the way for the extremely difficult process of reforming and de-monopolising the Ukrainian gas sector. The law will come into force on 1 October 2015 and involves the break-up of the state-owned company Naftogaz, the current monopolist, and the gradual creation of a competitive gas market in line with the so-called Third Energy Package. At the same time, a threefold increase in the price of gas paid by individual customers and the public sector was introduced. The price had been subsidised for years and no previous government had ever decided to raise it.

O papel do sector público no desenvolvimento das indústrias criativas

Este estudo procurou analisar a Lx Factory, concretamente as empresas residentes que enquadram no conceito da DCMS UK de indústrias criativas, um cluster de indústrias criativas. Foi realizado um inquérito a uma amostra não aleatória objectiva/intencional de 50 empresas de actividades artísticas, culturais ou criativas residentes na Lx Factory com o objectivo de analisar a percepção destas de certo tipo de apoios facultados pelo sector público e as diferenças de características entre as diferentes actividades. Concluiu-se, através da análise a 5 hipóteses de investigação que as empresas inquiridas, como um todo, relevam cada vez menos o financiamento público, que há diferenças de percepção destes apoios consoante as suas características e que as empresas criativas mostram maior desprendimento do sector público que as empresas artísticas e culturais.

Short-range public transportation improvements. Final report.

Urban Mass Transportation Administration, Washington, D.C.

National conference on rural public transportation. Sixth. Final report.

Federal Highway Administration, Office of Highway Planning, Washington, D.C.

Planning and managing intermodal transportation systems: a guide to ISTEA requirements. Final report.

Federal Highway Administration, Washington, D.C.

National conference on rural public transportation. Seventh. Final report.

Transportation Department, Secretary of Transportation, Washington, D.C.

National conference on rural public transportation. Eighth. Final report.

Urban Mass Transportation Administration, Washington, D.C.

A directory of rural and specialized transit operators. Volume 1: eastern U.S. systems.

Urban Mass Transportation Administration, Washington, D.C.

A directory of rural and specialized transit operators. Volume 2: central U.S. systems.

Urban Mass Transportation Administration, Washington, D.C.

A directory of rural and specialized transit operators. Volume 3: western U.S. systems.

Urban Mass Transportation Administration, Washington, D.C.

Encouraging public transportation through effective land use actions.

Metro, Seattle, Wash.

Solving public passenger transportation problems: a need for policy reorientation. Final report. Volume II.

Transportation Department, Office of University Research, Washington, D.C.

National conference on rural public transportation. First. Proceedings.

Transportation Department, Office of University Research, Washington, D.C.