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The objective of analytical strategic environmental assessment (ANSEA) is to provide a decision-centred approach to the SEA process. The ANSEA project evolved from the realisation that, in many cases, SEA, as currently practised, is not able to ensure an appropriate integration of environmental values. The focus of SEA is on predicting impacts, but the tool takes no account of the decision-making processes it is trying to influence. At strategic decision-making levels, in turn, it is often difficult to predict impacts with the necessary exactitude. The decision-making sciences could teach some valuable lessons here. Instead of focusing on the quantitative prediction of environmental consequences, the ANSEA approach concentrates on the integration of environmental objectives into decision-making processes. Thus, the ANSEA approach provides a framework for analysing and assessing the decision-making processes of policies, plans and programmes (PPP). To enhance environmental integration into the decision-making process, decision windows (DW) can be identified. The approach is designed to be objective and transparent to ensure that environmental considerations are taken into account, or - from an ex-post perspective - to allow an evaluation of how far environmental considerations have been integrated into the decision-making process under assessment. The paper describes the concepts and the framework of the ANSEA approach and discusses its relation to SEA and the EC Directive.
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.
Using natural gas for fuel releases less carbon dioxide per unit of energy produced than burning oil or coal, but its production and transport are accompanied by emissions of methane, which is a much more potent greenhouse gas than carbon dioxide in the short term. This calls into question whether climate forcing could be reduced by switching from coal and oil to natural gas. We have made measurements in Russia along the world's largest gas-transport system and find that methane leakage is in the region of 1.4%, which is considerably less than expected and comparable to that from systems in the United States. Our calculations indicate that using natural gas in preference to other fossil fuels could be useful in the short term for mitigating climate change.
Mit Inkrafttreten des Kyoto-Protokolls am 16.2.2005 gelten für Deutschland und die meisten anderen Industrieländer völkerrechtlich bindende Minderungsziele für die 6 im Kyoto-Protokoll erfassten Treibhausgase. Damit erlangt eine durchaus kontrovers diskutierte Klimaschutzstrategie, die auf eine stärkere Umstellung der Energienutzung von Öl und Kohle auf mehr Erdgas setzt, zusätzlich an Bedeutung. Der nachfolgende Beitrag setzt sich mit der Klimabilanz des Erdgases unter Berücksichtigung der gesamten Prozesskette auseinander. Insbesondere werden neue Messergebnisse aus Russland dargestellt (Wuppertal Institut 2004), die zeigen, dass die dem Export von russischem Erdgas nach Deutschland zuzuordnenden indirekten Emissionen nur etwa ein Viertel der bei der Erdgasverbrennung entstehenden direkten Emissionen betragen. Damit bleibt Erdgas auch unter Berücksichtigung der indirekten Emissionen in Russland der fossile Energieträger mit den mit Abstand geringsten Treibhausgasemissionen.
Holiday travel behavior, individual characteristics of holiday travelers and strategies to change holiday travel behavior are the subjects of this article. From the environmental perspective, the journey to the destinations is the most critical aspect of traveling. Based on a 2003 survey of 1991 German inhabitants, the kilometers traveled and the choice of transportation mode for holiday purposes have been quantified. According to the number of trips and kilometers traveled, four travel groups have been identified. The groups vary according to socio-demographics, psychological factors, number of holiday trips, and travel mode choice. Persons who traveled to more distant destinations also traveled more often and used air travel for more than 60% of their trips. For the other groups, car travel was more important. Correlating the four travel groups with greenhouse gas emissions reveals that the smallest group - the long-haul travelers - was responsible for 80% of the emissions of the whole sample. Income, education, and openness to change were main indicators of individual greenhouse gas emissions. Target group oriented strategies to reduce the environmental impact of holiday mobility are discussed against the background of 84 in-depth interviews conducted with selected representatives of the first survey.
Combining environmental with employment objectives, ecological tax reform (ETR) envisages a double dividend. While research has mainly focused on the socio-economic and environmental impacts of ETR, there is less literature on the social responses. This paper gives an overview and history of German ETR as well as investigating the understanding of perceptions and attitudes towards ETR of those being "subject to tax". The research is based on qualitative social research methods. As with the other PETRAS papers, interviews were conducted with policy-makers and business leaders and focus groups were formed with lay persons. The results show that responses of policy-makers and business leaders are modest. Although some criticisms about the specific design of the German ETR remain, complaints towards ETR are settled. Attitudes appear influenced by more fundamental convictions such as economic interest or altruistic views. In contrast, ETR appears to politicise common people. Attitudes are influenced by the overall comprehension of the ETR concept, the expected impacts, perceived information deficits, as well as a general distrust in politics. Our data show that the linking of environmental and employment objectives is not understood and not welcomed. In order to increase social acceptance, the paper discusses refocusing ETR on environmental objectives, modestly increasing the share of ETR revenue spent for environmental purposes, removing inconsistencies in the ETR design, and improving information policy.
In the long term, any definition of adequacy consistent with UNFCCC Article 2 will require increased mitigation efforts from almost all countries. Therefore, an expansion of emission limitation commitments will form a central element of any future architecture of the climate regime. This expansion has two elements: deepening of quantitative commitments for Annex B countries and the adoption of commitments for those countries outside of the current limitation regime. This article seeks to provide a more analytical basis for further differentiation among non-Annex I countries. To be both fair and reflective of national circumstances, it is based on the criteria of responsibility, capability and potential to mitigate. Altogether, non-Annex I countries were differentiated in four groups, each including countries with similar national circumstances: newly industrialized countries (NICs), rapidly industrializing countries (RIDCs), ‘other developing countries’, and least developed countries (LDCs). Based on the same criteria that were used for differentiating among non-Annex I countries, a set of decision rules was developed to assign mitigation and financial transfer commitments to each group of countries (including Annex I countries). Applying these decision rules results in (strict) reduction commitments for Annex I countries, but also implies quantifiable mitigation obligations for NICs and RIDCs, assisted by financial transfers from the North. Other developing countries are obliged to take qualitative commitments, but quantifiable mitigation commitments for these countries and the LDC group would be not justifiable. As national circumstances in countries evolve over time, the composition of the groups will change according to agreed triggers.
This article presents the findings of a European study on energy efficiency in the public sector, entitled "Public procurement of Energy Saving Technologies in Europe" (PROST), completed in 2003. Energy efficiency in the public sector goes far beyond energy savings and climate protection. Energy efficiency must be seen as a strategy, which deals both with scarce public funds and with profound energy and climate challenges. The gains to be made are substantial. The study assessed the potential for energy and cost savings and the greenhouse gas reductions that are linked to energy efficiency in the European public sector. To the knowledge of the authors, this is the first time such an analysis has been carried out. The study concluded that there are no fundamental legal obstacles that would a priori disable the public sector from procuring energy efficient technologies or applying energy efficiency considerations in its daily building management routines. However, at the level of implementation obstacles can occur. It is therefore of paramount importance that there is sufficient political will and adequate incentive systems at all relevant levels. It appeared to be particularly effective when public procurement is energy-efficiency minded in all its operations and life cycle costing is applied for investments instead of conventional public budgeting procedures. The study demonstrates that consistent and EU-wide application of these principles and instruments can result in rather substantial savings both in terms of energy and in terms of money. With additional annual investments in energy efficiency of 80 million Euro, energy savings in the (EU15) Member States' public sector worth up to 12 billion Euro per year can be achieved. A supplementary analysis was performed for a selection of the new Member States, which indicated that the potential for energy and fiscal savings is substantial in those countries as well.
After two weeks of negotiations, climate diplomats completed the implementation of the Protocol, refined some of its instruments for implementation and agreed on processes for moving forward beyond the first Kyoto commitment period. The report by the Wuppertal Institute provides an overview and assessment of the agreements reached in Montreal.
Grave concerns with the Clean Development Mechanism (CDM) have increasingly surfaced in the international climate policy arena. The sectoral approaches described in this paper may be a way to address some of the shortcomings of this Kyoto mechanism. The paper outlines the criticisms that have been raised against the CDM as well as the conflicting interpretations of a sectoral approach and examines in how far it might resolve the mechanism’s perceived shortcomings. Furthermore, it outlines issues that need to be resolved when implementing a sectoral approach: distributing costs and benefits, defining the sector and its baseline, ensuring additionality and tackling procedural issues. A sectoral approach can enable countries to guide their structural development but it also opens up a gap between public and private investment that needs to be addressed before conflicts arise. Sectoral CDM activities may be able to lower transaction costs for projects that otherwise cannot compete in the CDM market and might even pave the way to sectoral greenhouse gas limitation targets in developing countries by establishing the necessary infrastructure for data collection. However, a sectoral CDM cannot be mistaken for a panacea. Some of the mechanism's problems remain, which highlights the need to establish additional instruments to support Southern countries in furthering sustainable development and embarking on a low-emission trajectory.
The Russian natural gas industry is the world's largest producer and transporter of natural gas. This paper aims to characterize the methane emissions from Russian natural gas transmission operations, to explain projects to reduce these emissions, and to characterize the role of emissions reduction within the context of current GHG policy. It draws on the most recent independent measurements at all parts of the Russian long distance transport system made by the Wuppertal Institute in 2003 and combines these results with the findings from the US Natural Gas STAR Program on GHG mitigation options and economics.
With this background the paper concludes that the methane emissions from the Russian natural gas long distance network are approximately 0.6% of the natural gas delivered. Mitigating these emissions can create new revenue streams for the operator in the form of reduced costs, increased gas throughput and sales, and earned carbon credits. Specific emissions sources that have cost-effective mitigation solutions are also opportunities for outside investment for the Joint Implementation Kyoto Protocol flexibility mechanism or other carbon markets.
In this study, the relevance of psychological variables as predictors of the ecological impact of mobility behavior was investigated in relation to infrastructural and sociodemographic variables. The database consisted of a survey of 1991 inhabitants of three large German cities. In standardized interviews attitudinal factors based on the theory of planned behavior, further mobility-related attitude dimensions, sociodemographic and infrastructural characteristics as well as mobility behavior were measured. Based on the behavior measurement the ecological impact of mobility behavior was individually assessed for all participants of the study. In a regression analysis with ecological impact as dependent variable, sociodemographic and psychological variables were the strongest predictors, whereas infrastructural variables were of minor relevance. This result puts findings of other environmental studies into question which indicate that psychological variables only influence intent-oriented behavior, whereas impact-oriented behavior is mainly determined by sociodemographic and household variables. The design of effective intervention programs to reduce the ecological impact of mobility behavior requires knowledge about the determinants of mobility-related ecological impact, which are primarily the use of private motorized modes and the traveled distances. Separate regression analyses for these two variables provided detailed information about starting points to reduce the ecological impact of mobility behavior.
The United Nations climate change conference in Nairobi came at the end of a year where public awareness of climate change had reached unprecedented heights. Nonetheless, the conference proceeded with its usual diplomatic ritual, apparently unaffected by time pressure. While it did see some progress on important issues for developing countries such as the Adaptation Fund, the Nairobi Work Programme on Impacts, Vulnerability, and Adaptation to Climate Change, and the Clean Development Mechanism (CDM), on questions regarding the future of the regime it proved to be at best a confidence-building session that served to hear further views. More serious work on the future of the regime must therefore be expected of the next Conferences of the Parties.
This article by Wolfgang Sterk, Hermann E. Ott, Rie Watanabe and Bettina Wittneben summarises the results of the conference.
Japan
(2008)
The international climate negotiations have seen endless struggles between countries from South and North for almost 17 years, ever since the initiation of negotiations by the International Negotiation Committee (INC) for the United Nations Framework Convention on Climate Change (UNFCCC). The 13th meeting of the Conference of the Parties to the UNFCCC and the 3rd meeting of the Conference of the Parties serving as the meeting of the Parties to the Kyoto Protocol (COP 13 / CMP 3) held in Bali in December 2007 (the Bali conference) could mark the beginning of a rapprochement. Parties agreed on initiating a new "Ad-hoc working group on Long-Term Cooperative Action under the Convention" (AWG-LCA) that aims to negotiate a post-2012 agreement with participation of all parties, including the US and developing countries, by the end of 2009 at COP 15 / CMP 5 in Copenhagen. This article examines the outcomes of the Bali conference, focussing on the negotiations regarding post-2012, flexible mechanisms, financial mechanisms, technology transfer and deforestation. Finally, the article concludes that the Bali Conference saw a significant shift in the battle lines, a rearrangement of positions and alliances that might well announce a decisive new era in global climate policy and provides a real chance to agree on an effective and workable post-2012 agreement in Copenhagen.
The sensitivity of climate phenomena in the low latitudes to enhanced greenhouse conditions is a scientific issue of high relevance to billions of people in the poorest countries of the globe. So far, most studies dealt with individual model results. In the present analysis, we refer to 79 coupled ocean–atmosphere simulations from 12 different climate models under 6 different IPCC scenarios. The basic question is as to what extent various state-of-the-art climate models agree in predicting changes in the main features of El Niño-Southern Oscillation (ENSO) and the monsoon climates in South Asia and West Africa. The individual model runs are compared with observational data in order to judge whether the spatio-temporal characteristics of ENSO are well reproduced. The model experiments can be grouped into multi-model ensembles. Thus, climate change signals in the classical index time series, in the principal components and in the time series of interannual variability can be evaluated against the background of internal variability and model uncertainty.
There are large differences between the individual model predictions until the end of the 21st century, especially in terms of monsoon rainfall and the Southern Oscillation index (SOI). The majority of the models tends to project La Niña-like anomalies in the SOI and an intensification of the summer monsoon precipitation in India and West Africa. However, the response barely exceeds the level of natural variability and the systematic intermodel variations are larger than the impact of different IPCC scenarios. Nonetheless, there is one prominent climate change signal, which stands out from model variations and internal noise: All forced model experiments agree in predicting a substantial warming in the eastern tropical Pacific. This oceanic heating does not necessarily lead to a modification of ENSO towards more frequent El Niño and/or La Niña events. It simply represents a change in the background state of ENSO. Indeed, we did not find convincing multi-model evidence for a modification of the wavelet spectra in terms of ENSO or the monsoons. Some models suggest an intensification of the annual cycle but this signal is fairly model-dependent. Thus, large model uncertainty still exists with respect to the future behaviour of climate in the low latitudes. This has to be taken into account when addressing climate change signals in individual model experiments and ensembles.
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.
Global climate
(2008)
While the number of projects under the Clean Development Mechanism (CDM) is expanding rapidly, there currently are relatively few transport projects in the global CDM portfolio. This article examines existing CDM transport projects and explores whether sectoral approaches to the CDM may provide a better framework for transport than the current project‐based CDM. We ask: Would a sectoral approach to the CDM promote the structural change and integrated policymaking needed to achieve sustainable transport policy, making it hence more desirable than the framework of the current project‐based CDM? We conclude that it is possible to design sectoral transport activities within clear project boundaries that fit into a framework of a programmatic or policy‐based CDM. Although we are able to ascertain that transport policy research yields several modelling tools to address the methodological requirements of the CDM, it becomes apparent that sectoral approaches will accentuate transport projects' problems regarding high complexity and related uncertainties. The CDM may need new rules to manage these risks. Nonetheless, sectoral approaches allow the scaling up of activities to a level that affects long‐term structural change.
Energy efficiency is a national priority for China as rapid energy consumption growth aggravates its greenhouse gas emissions, local air pollution and energy scarcity. In the 1990s, a large number of voluntary agreements emerged in industrialised countries in order to improve industrial energy efficiency. These experiences are now taken into account in China. This article analyses the drivers for voluntary agreements on industrial energy efficiency in China, based on a case study of three enterprises in Nanjing, Jiangsu Province. Furthermore, the article reviews the institutional set-up of energy policy and investigates the pertaining policy culture. From the findings, conclusions are drawn on the role of voluntary agreements within China's larger policy context. We conclude that opposed to avoiding stricter regulation, voluntary agreements in Nanjing are reinterpreted in view of more stringent national provisions on energy efficiency in the 11th Five Year Plan. Hence, agreements have evolved into an implementation tool of national policy at the local level. For industry, another major driver for participation was identified as improving its relations with local authorities. Voluntary agreements showed to have the potential to overcome traditional constraints of implementing top-down policies at the local level in China.
More and more countries are incorporating the instrument of emissions trading into their national climate policies. This emerging mosaic of emissions trading schemes (ETS) raises the question of whether they should be linked with each other. From an economic point of view, linking of domestic schemes is supposed to increase the economic efficiency of carbon markets. In addition, linking is also expected by some to yield substantial political benefits in terms of the evolution of the UNFCCC/Kyoto regime. However, these optimistic prospects are based on a best-case scenario where all major countries establish environmentally effective emissions trading systems and then link them with each other. Real-life politics might develop rather differently. This paper therefore examines to what extent the current status of emissions trading in industrialised countries provides a basis for reinforcing and moving forward the international climate regime through linking domestic ETS. After comparing emerging emissions trading schemes from an institutional perspective, it emerges that not only emissions trading is at a very early stage in most countries, in addition the emerging systems are probably going to be designed very differently from the EU ETS. While for some design features such as the coverage design differences do not matter, there are some areas where the plans in many non-EU countries look crucially different from the EU system. The outlook for a linked international ETS is therefore currently still very uncertain. Given this state of affairs, the EU should pro-actively engage with the non-EU countries to try to harmonise their developing national emissions trading schemes with the EU ETS, widely disseminate the lessons it has learned from the EU ETS, strongly make the case for environmental integrity and at the same time make clear that systems that want to link to the EU ETS will need to meet certain quality criteria.
Purpose - This paper sets out to tackle the issue of climate change from a business perspective. It seeks to discuss why it is important to take climate change considerations into account in business decisions, how this can be done and what further action is required from managers and business scholars.
Design/methodology/approach - The paper describes ways of reducing emissions and adapting to climate change that can be implemented by any business. As an illustration, the proposed climate strategy of a large European utility company, RWE, is provided.
Findings - There are numerous ways to reduce emissions within business operations, along the supply chain and surrounding product usage and disposal. Climate-proofing operations is also becoming increasingly pertinent to businesses.
Research limitations/implications - New ways have to be found yet in order to take emission reductions to a more ambitious level by altering patterns of production and consumption.
Practical implications - The paper discusses how businesses can reduce their carbon footprint and anticipate changes in the physical and political environment related to climate change.
Originality/value - The paper is of value to managers who, today, are expected not only to reduce emissions from operations, but also to gain an awareness of the physical, political and social risks stemming from the impacts of climate change.
The current emissions trading debates in the EU and the USA were examined and the prospects for creating a transatlantic carbon market were analysed. A future US Emissions Trading Scheme (US ETS) may be designed very differently from the EU ETS, raising questions of compatibility. Crucial differences relate to the stringency of targets, the recognition of offsets, and price control mechanisms. These differences flow directly from the different policy and economic perspectives on emissions trading and climate policy in the USA and the EU. The two sides should therefore seek a way forward that reconciles potentially different climate policies. For example, the USA and the EU should consider an effort to harmonize carbon prices, and US legislation could phase out cost-containment mechanisms after some time period. Finally, both US and EU policies should have mechanisms that allow periodic recalibration, which would allow each to adjust to new technology, react to developing-country climate policies, and learn from each other. In the longer term, this would allow both sides to strive for greater policy convergence, either through linked trading systems, harmonized prices, or a transition from harmonized prices to linkage.
The barriers to linking greenhouse gas cap-and-trade schemes are assessed, based on an analysis of existing and emerging trading schemes, including those in the USA, Japan, Australia, New Zealand and the EU. The feasibility of different forms of linking and the time frames for their implementation are examined. In particular, the barriers to direct bilateral linking are considered. It was found that only a few direct bilateral links will be viable in the short term, due to the divergent policy priorities of different nations and regions, reflected in critical design features, such as costcontainment measures. However, in the short term, cap-and-trade markets will very likely be indirectly linked via unilateral links to the CDM or new crediting mechanisms, which may be adopted within a successor treaty to the Kyoto Protocol. In order to ensure a harmonization of critical design elements in the mid to long term, early institutional cooperation may become necessary. Necessary policy steps and the appropriate institutional framework for such harmonization and, overtime, further integration of trading schemes are briefly delineated.
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.
Pit stop Poznan : an analysis of negotiations on the Bali action plan at the stopover to Copenhagen
(2009)
This paper analyzes the international climate negotiations that took place at the 14th Conference of the Parties to the UNFCCC (COP) and the 4th Meeting of the Parties to the Kyoto Protocol (CMP) held in Poznan, December 1–12, 2008. It works out the main issues at stake in the negotiations, contrasts divergences in interests amongst negotiating Parties, and summarizes the main results achieved in Poznan. Furthermore, it contextualizes the Poznan negotiations within the broader political and economic context, which has shaped climate policy making throughout 2008. The paper ends with an outlook on the tasks ahead in 2009, until the next COP/CMP in December 2009 in Copenhagen.
This study analyzes the usefulness of an attitude-based target group approach in predicting the ecological impact of mobility behavior. Based on a survey of 1,991 inhabitants of three large German cities, constructs derived from an expanded version of the Theory of Planned Behavior were used to identify distinct attitude-based target groups. Five groups were identified, each representing a unique combination of attitudes, norms, and values. The groups differed significantly from each other with regard to travel-mode choice, distances traveled, and ecological impact. In comparison with segmentations based on sociodemographic and geographic factors, the predictive power of the attitude-based approach was higher, especially with regard to the use of private motorized modes of transportation. The opportunities and limits of reducing the ecological impact of mobility behavior on the basis of an attitude-based target group approach are discussed.
This article analyses the negotiations on the future of the international climate regime at the United Nations Climate Summit in Copenhagen. It also discusses key issues in the ongoing business of implementing the Climate Convention and the Kyoto Protocol. The article lays out the main issues at stake in the negotiations, contrasts divergences in interests amongst negotiating parties, and summarises the results achieved in Copenhagen. The report discusses these results in detail and concludes with an outlook on how the challenges ahead could be overcome.
Japan
(2010)
Global climate
(2010)
The fifteenth Conference of the Parties (COP 15) to the United Nations Framework Convention on Climate Change (UNFCCC) and the fifth Conference of the Parties serving as Meeting of the Parties to the Kyoto Protocol (CMP 5) took place on 7–18 December 2010 in Copenhagen. According to the "Bali Action Plan", the "roadmap" of the negotiations agreed at COP 13/CMP 3 in Bali in 2007, the Copenhagen conference was to deliver a comprehensive agreed outcome on the future climate regime. Meeting this deadline was of urgency not only because of the ever more alarming messages from climate science, but also because the first commitment period of the Kyoto Protocol expires in 2012. As ratification of a new agreement can be expected to take at least two years, a timely agreement on post-2012 emission targets is needed to prevent a "gap" after 2012. Expectations were high as more than 100 Heads of State and Government had announced their attendance and more than 40,000 participants had registered their names.
However, despite a record number of five preparatory meetings over the course of 2009, the fundamental differences between Parties proved to be too difficult to overcome. The main outcome of the conference, the "Copenhagen Accord", is only a political declaration, and even this declaration was not supported by all countries. In addition, Parties agreed to continue negotiations into 2010.
Nationale und internationale Umweltdebatten fokussieren oft auf das Ziel, eine Senkung der Treibhausgasemissionen zur Schonung des Klimas zu erreichen. Entsprechend stehen die Themen "Erneuerbare Energien" und "Energieeffizienz" vermehrt im Vordergrund. Die Ökodesign-Richtlinie 2009/32/EG war ein Beispiel für diese Vorgehensweise. Obwohl die Richtlinie prinzipiell alle Umwelteffekte im Lebenszyklus eines Produktes in den Blick nimmt, lag der Fokus der bislang beschlossenen Durchführungsmaßnahmen auf der Steigerung der Energieeffizienz.
Im Rahmen der Richtlinie wurde bereits bedeutsam in die Gestaltung von energiebetriebenen Produkten wie z. B. Kühlschränken und Lampen eingegriffen und durch die erlassenen Mindesteffizienzanforderungen ein entscheidender Beitrag geleistet, die CO2-Emissionen zu reduzieren.
Mit der geänderten Ökodesign-Richtlinie 2009/125/EG wurde der Geltungsbereich auf energieverbrauchsrelevante Produkte erweitert, so dass sich die Frage stellt, ob im Zuge dieser Erweiterung andere Umweltziele stärker in den Mittelpunkt rücken. Zwar spielt die Wirkung auf den Energieverbrauch auch bei zahlreichen nichtenergiebetriebenen bzw. energieverbrauchsrelevanten Produkten eine entscheidende Rolle, doch gerade die Frage, welche weiteren Ressourcen bei den einzelnen Produktgruppen klimapolitisch bedeutsam sind, muss produktspezifisch neu beantwortet werden.
Vor diesem Hintergrund wird dieser Artikel aufzeigen, welche Fragen bei der Untersuchung neuer Produktgruppen wie z. B. Dämmstoffe und Fenstern aufkommen werden und es wird eine erste Einschätzung gegeben, wie eine neue Ressourcenbetrachtung innerhalb der Ökodesign-Richtlinie aussehen kann.
Domestic emission trading systems in Non-Annex I countries : state of play and future prospects
(2011)
Since the adoption of the Kyoto Protocol in 1997, the establishment of a harmonised international carbon market has been seen as one of the main strategies in international climate policy. So far, however, the market is far from being globally harmonised or systematically linked. Instead, a mosaic of national and sub-national markets has been under development, differing in timing, location, relationship to the Protocol and their levels of legal commitment.
Nevertheless, creating a global carbon market is a key goal of EU climate policy. As plans for the establishment of emissions trading systems (ETS) emerge in various non-Annex I countries, prospects for linking them to existing systems seem to finally get in reach. We have analysed the prospects of emission trading in non-Annex I countries in a recent paper on behalf of the German environment ministry. In the following we first give a theoretical overview of what design factors need to be taken into account when establishing national emission trading systems. The following elaborates on the status of emissions trading discussion in various non-Annex I countries.
Global climate
(2011)
The article discusses the process and outcomes along the central "building blocks" of the negotiations. According to the Bali Action Plan, the negotiations are proceeding under two tracks. First, the "Ad Hoc Working Group on Further Commitments by Annex I Countries under the Kyoto Protocol (AWG-KP)", which was established at CMP 1 in Montreal in 2005, is negotiating future emission targets for industrialised countries (listed in Annex I of the UNFCCC). Second, while the "Ad Hoc Working Group on Long-term Cooperative Action under the Convention (AWG-LCA)" also negotiates commitments for Annex I countries, in practice this was originally deemed to relate in particular to those that have not ratified the Protocol - that is, the USA. In addition, the AWG-LCA negotiates "nationally appropriate mitigation actions (NAMAs)" of developing countries, which are to be supported and enabled by industrialised countries through technology, financing and capacity building. Both the NAMAs and the support are to be undertaken in a measurable, reportable and verifiable manner. Finally, the AWG-LCA negotiates ways to enhance adaptation efforts of developing countries, which are also to be financially and technologically supported by industrialised countries.
Städte haben in dreierlei Hinsicht eine Verbindung zum Klimawandel. Als Verursacher sind sie für einen wesentlichen Anteil der anthropogen verursachten Treibhausgasemissionen verantwortlich. Gleichzeitig sind sie von den Folgen des Klimawandels, z. B. durch zunehmende Hitzebelastung, Starkregenereignisse und Überschwemmungen, besonders betroffen. Schließlich können Städte als Experimentierfeld für die Entwicklung und Umsetzung von Klimaschutzkonzepten, Technologien und Maßnahmen dienen. Sie sind damit Initiator für einen Transformationsprozess hin zu einer nachhaltigen und zukunftsfähigen Entwicklung.
In einigen Städten und Gemeinden in Deutschland sind in den letzten Jahren Klimaschutzkonzepte erstellt worden. Am Beispiel des vom Wuppertal Institut für die Stadt Köln erstellten Teilkonzeptes "Verkehr" sowie weiterer Erfahrungen und Erkenntnisse im kommunalen Klimaschutz zeigt der Beitrag auf, welche Maßnahmen ergriffen werden sollten, um mittelfristig die verkehrsbedingten Emissionen in den Städten zu verringern.
The Energy End-use Efficiency and Energy Services Directive (ESD) of the European Union requires the member states to define and attain an overall target of at least 9 % annual energy savings between 2008 and 2016. Even if this target is indicative, this is the first international framework mandating countries to report on their energy savings results and prove achievement of their targets. The directive thus also required the development of harmonised calculation methods that can be used by member states for this proof and reporting. Existing literature covers most of the usual issues related to energy savings evaluation, but mostly looking at single, given energy efficiency programmes or policies. The evaluation objective for the ESD implementation is different, as it aims at accounting for the whole energy savings achieved in a country. Moreover, one of the main difficulties is the diversity in history and experience on this topic among the member states. In this context, the European project EMEEES has worked out an integrated system of bottom-up and top-down methods for the measurement of energy savings. The paper presents the overview of its final results. The proposals, inter alia, include 20 bottom-up and 14 top-down case applications of general evaluation methods. They enable more than 90 % of the potential energy savings to be measured and reported. They were used as a starting point by the European Commission to develop the methods recently recommended to the member states. Furthermore, the paper briefly discusses the importance of the quantity to be measured-all or additional energy savings - and the effect of measures implemented before the entering into force of the ESD ("early action"), and what this meant for the methods to be developed. It compares the main elements of calculation needed to ensure consistent results between bottom-up and top-down methods at the overall national level. Finally, general conclusions are drawn about what could be the next steps in developing an evaluation system that enables a high degree of comparability of results between different countries.
This paper presents the evaluation of a regional energy efficiency programme implemented in two "départements" of France. Électricité de France (EDF), a French energy company, provides refurbishment advice and financial incentives to end-users in the residential sector as well as specific training courses and certification to local installation contractors and building firms. Refurbishment measures analysed in this paper are efficient space heating equipment (condensing boilers, heat pumps and wood stoves or boilers), solar water heating systems and the installation of double-glazed windows. A billing analysis based on a survey of programme participants' energy consumption is used to calculate the energy savings attributed to the programme. In order to receive an economic feedback of this demonstration programme, the evaluation of both saved energy and programme costs is of importance. Detailed knowledge of the programme's cost-effectiveness is essential for EDF to achieve the saving obligations imposed by the French White Certificate scheme at the lowest cost. Results of this evaluation can support the development and implementation of further energy efficiency programmes with similar characteristics in other regions of France. The cost-effectiveness is determined from the perspective of the programme participant and the society as well as the energy company in charge of the programme. All cost and benefit components are calculated in Euro per kilowatt-hour, which allows a direct comparison of levelized costs of conserved energy with the avoidable costs of the energy supply system.