Search

Although renewable energy adoption in the residential sector has increased significantly in the EU due to the governmental policies, aiming to reduce the barriers of renewable energy penetration, the full potential of renewable energy deployment in households is still not realized due to the behavioral and other barriers. One of the most important factors in the adoption of renewable energy technologies in households is the decision-making to implement renewables; therefore, the behavioral economics insights should be taken into account during the analysis of renewable energy acceptance by households. The paper provides a systematic literature review on renewable energy use in households by analyzing policies and measures, which could increase the use of renewable energy in households by overcoming the major barriers. The dynamics of renewable energy consumption in EU households was performed by applying Eurostat data, and the empirical case study was conducted in Lithuania to understand the main reasons of renewable energy acceptance by the household. Even though the use of renewable energy sources has increased significantly in the EU member states during the recent years, the study has found the following most common barriers that the traditional policies are unable to overcome: (1) high upfront cost and long pay-back period, (2) a lack of information and knowledge, (3) low priority of environmental concern, (4) resistance to change; human habits. The case study shows that the majority of Lithuanian households would like to use renewable energy technologies in their homes, but they encounter financial difficulties and lack of infrastructure. The policy recommendations were developed based on the results of the conducted study. Keywords: households; renewable energy acceptance; microgeneration technologies; policies and measures; behavioral barriers.

While the role of energy sufficiency as an essential driver towards reaching climate goals has been discussed in the European context for a few years, it still faces obstacles to making its way towards policy agendas. On one hand, existing policies tend to focus on energy efficiency and the development of renewable energies, which are more clearly identified, thoroughly assessed and integrated into available scenarios. On the other hand, energy sufficiency is commonly perceived as a limitation to individual needs and thought of in terms of willingness for behavioural change, although the concept has also to be considered at the policy level, resulting in infrastructural changes. This paper addresses reasons and ways to bridge this gap in understanding energy sufficiency and its role in strengthening the climate mitigation actions, with a focus on two "catchingup" economies in Central and Eastern Europe: Hungary and Lithuania. It summarises results from the CACTUS project, which analyses the integration of sufficiency in the sectors with the highest energy consumption shares, namely building and transport. First, the paper examines the potentials of energy sufficiency regarding energy and climate policy goals in the transport sector and discusses the building of energy sufficiency assumptions in the perspective of a European convergence. Then, considering the crucial role that scenario development plays in framing climate policies, it analyses the methods and challenges for integrating these assumptions in scenario models. The paper also explores the path towards more ambitious mitigation strategies by providing exploratory quantitative and qualitative analysis of sufficiency potentials. The results of the project are expected to pave the way for the development of sufficiency policies by raising the awareness of policymakers on the sufficiency concept and its mitigation role.

The impact of waste policies and measures from National Determined Contributions (NDCs) on the Sustainable Development Goals (SDGs) is unexamined and creates conditions for policy conflict and incoherence. This participatory case study of North Macedonia quantifies synergies and trade-offs. Our results show twelve times more synergies than trade-offs. The most important synergies concern SDG 8: Decent work and economic growth (score: 10) and SDG 3: Good health and well-being (score: 5) since formalizing the recycling sector is expected to create jobs, economic productivity is expected to improve as a result of increased resource efficiency in industry, and declining pollution is expected to increase health through adequate waste management in landfills. On the other hand, the most important trade-off pertains to SDG 1: No poverty (score: −3) because the incomes of informal workers are expected to decrease, affecting financially vulnerable families. In conclusion, despite being the least emitting sector globally, the waste sector is a promising avenue for mitigating climate change because of its synergistic effects with the SDGs. Circular economy policies in line with the 3Rs: reduce, reuse and recycle hold the most potential for synergies in developing countries. This case study generated momentum for policy implementation by highlighting policy synergies and ideas for the next revision of the NDC. Central to this was the process of fostering dialogue and learning among otherwise siloed policy actors.

This short report describes the main characteristics of the Member States’ additional air pollutant PaMs reported through the EEA PaM tool as required by Directive (EU) 2016/2284 of the European Parliament and of the Council on the reduction of national emission of certain atmospheric pollutants (the ‘NECD’), since 2020. This covers the first submissions from Luxembourg and Greece, and resubmissions from Latvia, Hungary and Ireland. Directive (EU) 2016/2284 of the European Parliament and of the Council on the reduction of national emission of certain atmospheric pollutants (the ‘NECD’) requires Member States to report additional policies and measures (PaMs) through the EEA PaM tool that the Member States are considering and selecting in view of fulfilling their emissions reduction commitments. This information was required to be reported for the first time in 2019. Luxembourg and Greece submitted information on their PaMs for the first time, with PaMs focusing on the agriculture sector and transport sector, respectively. The new submissions have not resulted in significant changes to the EU-wide analysis. A total of 661 individual additional PaMs have been reported, and the transport sector remains the most frequently targeted by the policies., OCP/EEA/ACC/18/001-ETC/ATNI

Strategic policy planning has gained increasing importance in international energy and climate policy. This paper aims to contribute to the debate on stringent policy planning by drawing lessons learned from two decades of strategy development in the field of European energy efficiency policy. Since the inception of the first national energy efficiency action plans under the Energy Services Directive (2006/32/EC), the European Commission and the Member States have had a long experience in planning national strategies. This paper analyses the lessons learned in setting up national energy efficiency strategies and traces the progress made in 2007–2020. Our findings show that major improvements are attained in the latest national energy and climate plans through the adoption of harmonised reporting approaches, evidence-based target setting methods, establishment of better monitoring systems and broader consideration of policy packages. Various areas with a significant potential for further improvements are also identified, ranging from more coherent reporting framework for policies and measures to the need of setting up systems that encourage the adoption of targets in line with a country's cost-effective energy efficiency potential. Embedding energy efficiency in the larger climate policy framework, considering how it can support pressing socioeconomic challenges, is also of pivotal importance.

This report describes the main characteristics of Member States’ additional air pollutant PaMs reported through the EEA PaM tool as required by Directive (EU) 2016/2284 of the European Parliament and of the Council on the reduction of national emission of certain atmospheric pollutants (the ‘NECD’). The report also explores the potential synergies between air pollution and climate PaMs that Member States report under the Monitoring Mechanism Regulation (MMR, EU 525/2013). Directive (EU) 2016/2284 of the European Parliament and of the Council on the reduction of national emission of certain atmospheric pollutants (the ‘NECD’) requires Member States to report additional policies and measures (PaMs) through the EEA PaM tool that the Member States considered and selected in view of fulfilling their emissions reduction commitments. Of these PaMs reported through the EEA PaM too, the transport sector had the highest number of individual PaMs selected for adoption reported, followed by agriculture, and energy consumption and supply. This is not all that surprising given the persisting air pollution issues in these sectors, although conclusions on the quality of the PaMs cannot be drawn from the actual quantity of PaMs. One third (116) of the PaMs reported as selected for adoption were submitted under both NECD and the Monitoring Mechanism Regulation (MMR, EU 525/2013), showing that a significant number of PaMs that will reduce air pollutant emissions will also reduce GHG emissions. However, there is a potential lack of synergy in policies around the use of solid biomass; air pollution policies aim to decrease its usage due to the negative impacts on air pollution, whereas climate policies aim to increase its usage due to the reduction in GHG emissions compared to fossil fuels. Further integration of the air pollution and climate policy reporting systems could foster coherence across the two policy domains and support the identification of synergies and conflicts., OCP/EEA/ACC/18/001-ETC/ATNI

To promote the sustainable development of urban traffic and improve resident travel satisfaction, the significant factors affecting resident travel satisfaction are analyzed in this paper. An evaluation and prediction model for travel satisfaction based on support vector machine (SVM) is constructed. First, a multinomial logit (MNL) model is constructed to reveal the impact of individual attributes, family attributes and safety hazards on resident travel satisfaction and to clarify the significant factors. Then, a travel satisfaction evaluation model based on the SVM is constructed by taking significant factors as independent variables. Finally, travel optimization measures are proposed and the SVM model is used to predict the effect. Futian Street in Futian District of Shenzhen is taken as the object to carry out specific research. The results show that the following factors have a significant effect on resident travel satisfaction: age, job, level of education, number of car, income, residential area and potential safety hazards of people, vehicles, roads, environment, etc. The model fitting accuracy is 87.76%. The implementation of travel optimization measures may increase travel satisfaction rate by 14.07%.

Though there are areas of climate change mitigation linked to household’s energy consumption having huge greenhouse gas (GHG) emission reduction potential as energy renovation or installation of micro generation technologies using renewable energy sources, these GHG emission reduction potentials are not realized so far. The main input of the paper is to overcome this gap and to provide a systematic review of the main barriers of climate change mitigation behavior linked to energy consumption in households and to develop policies to overcome these barriers. The main policies and measures to reduce GHG emissions of energy combustion in households are promotion of renewable energy consumption and energy efficiency improvements however, these policies have been not successful in overcoming some important barriers of climate change mitigation in households. The empirical evidence of behavioral failures is deepened in this paper and the correlation between market barriers, unsuccessful climate change mitigation policies and behavioral and psychological barriers is provided based on systematic literature review. Keywords: climate change mitigation; households; energy consumption; policies and measures.

Graphical abstract, Traditional Chinese Medicine (TCM) is a medical science and cultural heritage empirically applied and reserved by Chinese people for thousands of years. With comprehensive prosperity of China and rapid elaboration of technology, healthcare status of Chinese people has become one of the most crucial concerns of the country. Nearly 30 policies and measures regarding TCM development have been issued since the 18th National Congress of the Communist Party of People’s Republic of China in 2012. This review introduced a detailed evolutionary course of TCM in China with an emphasis on understanding the roadmap of TCM related policies and measures in China.

Diplomski rad naslova Poslovno okruženje unutarnjeg tržišta i mala i srednja poduzeća, analizira mala i srednja poduzeća na unutarnjem tržištu Europske unije. Istraživanje kreće od definiranja problema istraživanja, a to su izazovi s kojima se mala i srednja poduzeća na Unutarnjem tržištu Europske uniji susreću. Unutarnje tržište je stvoreno kako bi se pod istim uvjetima za sve članove tog tržišta te slobodnim protokom roba, usluga, radne snage i kapitala osigurali uvjeti za slobodno tržišno natjecanje, zaštitu intelektualnog vlasništva i u konačnici formiralo efikasnije, konkurentnije i inovativnije gospodarstvo Europske unije. Ciljevi istraživanja su utvrditi izvedbu malih i srednjih poduzeća u Europskoj uniji, njihove načine financiranja, potpore Europske unije razvoju malih i srednjih poduzeća te poveznice između razvoja i utjecaj na Unutarnje tržište. Cilj je također analizirati utjecaj poslovnog okruženja Unutarnjeg tržišta Europske unije na mala i srednja poduzeća i obrnuto. Istraživanjem se došlo do saznanja kako mala i srednja poduzeća na razini EU, sa udjelom od 99,8% aktivne populacije poduzeća, imaju značajan utjecaj na ukupno tržište. Mala i srednja poduzeća prepoznata su kao značajni segmenti koji doprinose rastu i prosperitetu EU. No mala i srednja poduzeća i dalje se suočavaju s nizom problema od kojih se posebno izdvajaju problemi vezani za obrazovanje, pristup financiranju, strah od sankcija u slučaju neuspjeha i opterećenost administracijom., The paper entitled The business environment of internal markets and small and medium enterprises, analyzes small and medium-sized companies on the internal market of the European Union. The research goes from defining the research problem, and these are the challenges that small and medium-sized enterprises face in the Internal Market of the European Union. The internal market has been created to ensure conditions for free competition, intellectual property protection and ultimately a more efficient, competitive and innovative economy of the European Union under the same conditions for all members of the market and the free flow of goods, services, labor and capital. The objectives of the research are to determine the performance of small and medium-sized enterprises in the European Union, their ways of financing, the European Union's support for the development of small and medium-sized enterprises, and the link between development and the impact on the internal market. The aim is also to analyze the impact of the business environment of the EU Internal Market on small and medium enterprises and vice versa. The research revealed that small and medium-sized entrepreneurs at EU level, with a share of 99.8% of active companies, have a significant impact on the overall market share. Small and medium-sized enterprises are recognized as important segments that contribute to the growth and prosperity of the EU. But, small and medium-sized entrepreneur is still faced with a number of problems, of which special attention is paid to education, access to finance, fear of failure in sanctions and administrative burdens.

Cooperatives for renewable energy supply (REScoops) provide their members renewably generated energy within a cooperative model that enables members to co-decide on the cooperative’s future. REScoops do not only collectively own renewable energy production facilities and supply this to their members, they also use their specific position as energy suppliers to take several actions to persuade their members to save energy. Although the activities that REScoops undertake to some extent resemble those of other organizations, because of their particular organisational and business model as citizens initiatives, the cooperative model, REScoops are supposed to be very well positioned for activities to influence and help their members to save energy. The paper discusses arguments why the REScoop model in energy supply can be an important contributor to reduce energy use by their members. Further this paper discusses measures that have been undertaken by REScoops studied in the REScoop Plus project. We use some illustrative examples to discuss if REScoops are in a relatively good position to take certain measures and succeed in persuading customers to lower their energy consumption level and elaborate on future experiments to explore the proposition that REScoop members save more energy due to actions of these REScoops towards their members.

Cooperatives for renewable energy supply (REScoops) provide their members renewably generated energy within a cooperative model that enables members to co-decide on the cooperative’s future. REScoops do not only collectively own renewable energy production facilities and supply this to their members, they also use their specific position as energy suppliers to take several actions to persuade their members to save energy. Although the activities that REScoops undertake to some extent resemble those of other organizations, because of their particular organisational and business model as citizens initiatives, the cooperative model, REScoops are supposed to be very well positioned for activities to influence and help their members to save energy. The paper discusses arguments why the REScoop model in energy supply can be an important contributor to reduce energy use by their members. Further this paper discusses measures that have been undertaken by REScoops studied in the REScoop Plus project. We use some illustrative examples to discuss if REScoops are in a relatively good position to take certain measures and succeed in persuading customers to lower their energy consumption level and elaborate on future experiments to explore the proposition that REScoop members save more energy due to actions of these REScoops towards their members.

The paper examines policies and measures that promote the usage of pedelecs and that contribute to climate friendly passenger transportation thereby. As pedelecs allow the rider to pedal at lower efforts, pedelecs provide the potential to increase the share of bicycle trips in metropolitan regions with hilly landscapes and with a significant share of medium commuting distances. The paper develops attitude-based mobility types and defines their specific pedelec affinity based upon differentiated reasons to use a pedelec. Thereafter policies and measures are examined that foster purchase and usage of pedelecs, and factors influencing the modal behaviour of (potential) attitude-based target groups are defined. Quantification of climate protection effects is conducted based on two scenarios for the German city of Wuppertal, a city known for its steep slopes. The first scenario assumes business as usual, and the second scenario is based on the introduction of ambitious policies and measures to encourage purchase and usage of pedelecs. Following a mixed-method approach, qualitative scenario assumptions are calculated by a quantitative model, which incorporates the analyses on attitude-based mobility types respective pedelec affinities.The results indicate that ambitious promotion of pedelecs significantly contributes to climate change mitigation. Compared to business as usual, ambitious policies and measures to purchase and use pedelecs reduce CO2-emissions of passenger transport in Wuppertal by 11 per cent in 2050. A spatially inclusive and comprehensive 30 kph speed limit proves to be particularly effective. In the scenario of ambitious promotion of pedelecs, interventions solely fostering the purchase of pedelecs significantly increase the modal share of pedelecs, whereas in a business as usual case such efforts remain ineffective. The traditional bicycle profits from the promotion of pedelecs, but its increased usage does not bring about similar climate protection effects.

To point out the direction and focus of future international climate negotiations, this paper discusses how far developing country commitments can go in an immediate post-2012 climate regime. The paper argues that developing country commitments are most unlikely to go beyond the defined polices and measures in this timeframe. On this basis, the paper suggests that, rather than attempting the unrealistic goal, international climate negotiations may instead need to initially frame the post-2012 developing country participation in terms of certain policies and policies that I envisioned a decade ago. This conclusion does not change, as Barack Obama becomes the U.S. President and the Democrats have regained control over both U.S. House of Representatives and Senate. However, it should be emphasized that his stance on climate issues and how ambitious U.S. commitments would be under his administration are going to be critical for developing countries to take bold steps themselves and to even agree to reflect those national commitments in a global deal.

205 σ., Η παρούσα εργασία έχει σαν στόχο την ανάλυση των εκπομπών διοξειδίου του άνθρακα (CO2) από τα επιβατικά αυτοκίνητα στην Ελλάδα, μέσα από το ερμηνευτικό πρίσμα συγκεκριμένων παραμέτρων που επιλέχθηκαν με κριτήριο τη δυνατότητά τους να αναδείξουν την εξέλιξη των τεχνολογικών χαρακτηριστικών του αυτοκινήτου, σε συνδυασμό με την ανάπτυξη της αγοράς και τη συμπεριφορά των οδηγών-αγοραστών. Η μελέτη στηρίζεται σε ένα πρωτότυπο, σύνθετο υπολογιστικό μοντέλο που δίνει τη δυνατότητα λεπτομερούς ανάλυσης των ποικίλων εξεταζόμενων παραμέτρων, καθώς και τον υπολογισμό των εκπομπών CO2. Παράλληλα, με βάση το μοντέλο εκτιμάται η συνεισφορά των προσδιοριστικών παραγόντων στη μεταβολή των εκπομπών CO2 μέσα στην περίοδο 1990-2005, με την εφαρμογή δύο βασικών μεθοδολογιών ανάλυσης αποδόμησης βάσει δεικτών, τη Log Mean Divisia Index I (LMDI I) και τη Refined Laspeyres (RL). Οι διαμορφωθείσες ιστορικές τάσεις των παραμέτρων που συνθέτουν το υπολογιστικό μοντέλο αποτελούν τη βάση για το σχεδιασμό του μοντέλου των προβλέψεων, στο πλαίσιο του οποίου σχεδιάζονται σενάρια χωρίς, αλλά και με πολιτικές και μέτρα για τον περιορισμό των εκπομπών CO2 έως το 2020. Η αξιολόγηση της αποτελεσματικότητας των πολιτικών και μέτρων προσεγγίζεται με δύο διαφορετικές μεθόδους, με στόχο τόσο την εκτίμηση της μεμονωμένης επίδρασης κάθε παρέμβασης, όσο και των συνεργειών που προκαλούνται από τους συνδυασμούς αυτών. Οι επιλεγμένες πολιτικές και τα μέτρα έχουν ως κεντρικές κατευθύνσεις την επίδραση στα χαρακτηριστικά του αυτοκινήτου και του στόλου συνολικά, στη συμπεριφορά των οδηγών-καταναλωτών και στο μίγμα των καυσίμων, ενώ τα σενάρια διακρίνονται σε ελάχιστης επίδρασης (ΣΕΕ) και μέγιστης επίδρασης (ΣΜΕ), ανάλογα με το βαθμό διείσδυσης των εξεταζόμενων παρεμβάσεων. Σύμφωνα με τα αποτελέσματα του υπολογιστικού μοντέλου, οι συνολικές εκπομπές CO2 σχεδόν διπλασιάστηκαν την περίοδο 1990-2005. Η δε ανάλυση αποδόμησης της μεταβολής των εκπομπών CO2 ανέδειξε ως καθοριστικό παράγοντα την αξιοσημείωτη αύξηση της κατά κεφαλή κατοχής αυτοκινήτων, η σχετική συνεισφορά της οποίας αυξάνεται με το χρόνο, ενώ λιγότερο επιβαρυντικό ρόλο κατέχει το μέγεθος των οχημάτων. Οι παράγοντες της τεχνολογίας και του μίγματος καυσίμων συνέβαλλαν στη συγκράτηση των εκπομπών, ενώ η μέση ετήσια διανυθείσα απόσταση εκτιμάται ότι μειώθηκε ως συνάρτηση της ραγδαίας αύξησης της κατά κεφαλή ιδιοκτησίας, αντισταθμίζοντας σε ένα βαθμό την επιβάρυνση που προκάλεσε η αύξηση της κατά κεφαλή κατοχής. Η ανάλυση αποδόμησης εμφανίζεται ως ένα ιδιαίτερα αξιόπιστο ερμηνευτικό εργαλείο, ικανό να συμπεριλάβει ένα μεγάλο πλήθος αλληλεξαρτώμενων παραμέτρων. Όσον αφορά στην LMDI I μεθοδολογία, αναδεικνύεται ως η πλέον κατάλληλη μέθοδος για την περίπτωση ετήσιων μεταβολών. Αντίθετα, στην περίπτωση περιοδικών αναλύσεων χωρίς ενδιάμεσα αναλυτικά στοιχεία, η LMDI I αδυνατεί να παρακολουθήσει τις διαδρομές των πολλαπλά εξαρτημένων παραμέτρων μέσα στη συνολική περίοδο, ενώ στις αντίστοιχες RL περιοδικές ανάλύσεις, το μέγεθος του υπολείμματος χαρακτηρίζεται δυσανάλογο σε σχέση με τη μεταβολή των συνολικών εκπομπών CO2. Σύμφωνα με τα αποτελέσματα των προβλέψεων, υπάρχει μία σοβαρή δυνατότητα συγκράτησης της ανοδικής πορείας των εκπομπών από την εφαρμογή των εξεταζόμενων πολιτικών και μέτρων. Συγκεκριμένα, ενώ το σενάριο χωρίς δράσεις, ΣΧΔ, επιφέρει αύξηση των εκπομπών CO2 ύψους 50% το 2020 σε σχέση με τα επίπεδα του 2005, οι αντίστοιχες μεταβολές στα ΣΕΕ και ΣΜΕ περιορίζονται στο 25% και 1% αντίστοιχα., The present study aims to analyze carbon dioxide (CO2) emissions from passenger cars in Greece, focusing on specific parameters that describe the development of cars technological characteristics, along with market growth and driver’s attitude. The analysis is based on an original, composite simulation model, which integrates the various factors influencing the calculated CO2 emissions. The relative impact of each determinant factor on the changes in CO2 emissions is then estimated with the two most distinguished decomposition analysis methods, Log Mean Divisia Index I (LMDI I) and Refined Laspeyres (RL), the comparative application of which serves at showing their weaknesses and evaluating their credibility, especially for analyses over long periods with many variables. The computational model is then extended to project CO2 emissions up to 2020, while the methodology approach includes a baseline scenario, called ‘no-action’ scenario, as well as scenarios with policies and measures aiming at restricting the upward trend of emissions from cars. The model offers the possibility to assess the effectiveness of each measure separately, as well as the synergies generated by the combination of measures. The selected policies and measures examined have been classified into three basic policy packages in order to address the improvement on car characteristics that affect mostly fuel efficiency, the influence on drivers’ behaviour towards environmentally friendly transport and the decline of the CO2 intensity of fuel mix. Two scenarios for each measure have been developed according to their penetration degree, namely the ‘minimum effect’ and ‘maximum effect’ scenarios. According to the model’s calculations, total CO2 emissions from passenger cars have grown by 50% between 1990 and 2005. Among the determinant factors examined in the frame of the decomposition analysis, car ownership was found to be the most influential one, the relative contribution of which increases over time. The relative contributions of the remaining factors are quite lower. A shift to bigger and more powerful cars with greater energy consumption is observed, while the advantage of the improvement in engine technologies is offset partly by a certain delay regarding the renewal of the fleet. On the other side, a regular reduction of the annual mileage has been assumed following the remarkable increase of new car registrations. Diesel cars constitute only a small fraction of the fleet of passenger cars, mainly used for taxis which travel at least six times more than gasoline cars. This particularity of the fleet profile is reflected in the fuel mix effect, which contributes to reducing CO2 emissions as the share of diesel cars keeps falling. As a whole, decomposition analysis has proved to be a particularly reliable tool, with the ability to analyze a wide range of interdependent explanatory factors. In addition, according to the comparative evaluation of LMDI I and RL methodologies, index decomposition could be developed to analyze projections on the basis of integrated scenarios for the projected determinant factors. In the present study, LMDI I is found to be the most appropriate method for decomposing annual changes. However, in the case of period analysis, LMDI I is unable to follow the intermediate changes in the most dependent factors, while RL period analysis includes very high and unjustified residuals. According to our results, passenger cars represent a considerable CO2 mitigation potential, contributing to the Greek target for reducing Greenhouse Gases from sectors not included in the European Union Emission Trading System. While the ‘no-action’ scenario leads CO2 emissions very far from 2005 levels and consequently from the EU targets set for 2020, the examined policies and measures, considering also the synergies between interrelated measures, could restrain emissions increase to 25% in the ‘minimum effect’ scenario and to 1% in the ‘maximum effect’ scenario, compared to 2005 levels., Αικατερίνη Ε. Παπαγιαννάκη

One of the current main objective of international negotiations on climate change aims at enlarging the coordination regime to developing countries (DCs), and particularly to emerging countries. The international coordination system built at the Kyoto Conference relies on a coordination system based on a purely climate centric approach which shows irreconcilable contradictions between climate and development issues. This article aims at evaluatingpossible pathways implementing synergies between climate policies and development policies in order to create an incentive towards DCs to take part in climate mitigation. We focus on an illustrative example on India.When most reference scenarios postulate rapid energy decoupling of the GDP and rapid decarbonisation of DCs economies in the future, this article elaborates, with the IMACLIM-R model, a baseline taking into account weaknesses and current disequilibria of the Indian technico-economic system such as the high dependency on imported energy, or the structural shortage in electricity. We show why a purely climate centric approach (quota allocation), adopted to commit with a world objective of tabilization to 550ppm, induce very high transition costs in spite of significant financial transfers. On the contrary, a strategy based on the research of synergies between the reduction of these disequilibria, and the mitigation of GHG emissions is investigated in the power sector, which presents the biggest potential of no-regret measures. This permits to drop down transition costs applied to the Indianeconomy by improving the overall energy efficiency. An economic and environmental evaluation of this alternative scenario is lead.

As the world’s second largest carbon emitter, China has long been criticised as a “free-rider” enjoying benefits from other countries’ efforts to abate greenhouse gas emissions but not taking due responsibilities of its own. China has been singled out as one of the major targets at the subsequent negotiations after the Kyoto curtain had fallen. By an¬alyzing the historical contributions of inter-fuel switching, energy conserva¬tion, economic growth and population expan¬sion to China’s CO2 emissions during the period 1980-1997, this article first demonstrates that the above criticism cannot hold its ground. Then the article envisions some efforts and commitments that could be expected from China until its per capita income catches up with the level of middle-developed countries. By emphasizing the win-win strategies, these efforts and commitments could be unlikely to severely jeopardize China’s economic development and, at the same time, would give the country more leverage at the post-Kyoto climate change negotiations.

International audience; A main objective of the Energy Service Directive (ESD) is to stimulate the market for energy efficiency services (EES) and for the delivery of other energy efficiency improvement measures to final consumers. In order to achieve this objective, the ESD gives a special role to energy companies. On the other hand, there are energy service companies (ESCOs) and further actors ready to expand their business in the field of energy efficiency services. Against this background, it is important to know about the status and barriers of the markets of EES in Europe, how and to which extent existing energy efficiency policies foster or hinder EES market development, and how energy efficiency policies should be designed and implemented to stimulate this market. Since 2009 the IEE project ChangeBest is committed to assisting energy companies and ESCOs in entering the EES business, starting with an empirical analysis of the existing EES markets and the respective economic and policy frameworks.The paper will discuss the effects of the existing energy efficiency policies on the provision of EES for the residential sector in the EU as analysed in the ChangeBest project and present the preliminary project conclusions and recommendations for the formulation and implementation of energy efficiency policies that can stimulate EES provision in this sector. This will be done firstly by presenting an overview of the development status of the EES markets in the countries covered by the ChangeBest project and by discussing how existing national and EU policy measures positively or negatively influence the demand for, and supply of, EES for the residential sector in these countries. Then existing EES market potentials in the residential sector will be briefly discussed and the main preliminary ChangeBest project conclusions and recommendations on the formulation of policy measures which are most suitable for the exploitation of these potentials will be presented.