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Abstract This paper provides a forecast of electricity consumption in Cyprus up to the year 2030, based on econometric analysis of energy use as a function of macroeconomic variables, prices and weather conditions. If past trends continue electricity use is expected to triple in the coming 20–25 years, with the residential and commercial sectors increasing their already high shares in total consumption. Besides this reference scenario it was attempted to assess the impact of climate change on electricity use. According to official projections, the average temperature in the Eastern Mediterranean is expected to rise by about 1 °C by the year 2030. Using our econometrically estimated model, we calculated that electricity consumption in Cyprus may be about 2.9% higher in 2030 than in the reference scenario. This might lead to a welfare loss of 15 million Euros in 2020 and 45 million Euros in 2030; for the entire period 2008–2030 the present value of costs may exceed 200 million Euros (all expressed in constant Euros of 2007). Moreover, we assessed the additional peak electricity load requirements in the future because of climate change: extra load may amount to 65–75 Megawatts (MW) in the year 2020 and 85–95 MW in 2030.

Do consumers value the fuel economy of cars? In this paper we examine this question, taking advantage of the recent introduction of hybrid and battery-electric vehicles, which promise to reduce the use of fossil fuels in road transport, and hence carbon emissions and dependence on oil imports. The price of these vehicles may however create hurdles to their widespread adoption. Automakers claim that these technologies come with higher production costs. Consumers should be willing to pay a price differential for these cars just equal to the savings in fuel costs—unless their utility depends on considerations beyond car quality, performance and fuel economy. We specifically ask three related questions. First, do consumers value fuel economy, even among all-electric and hybrids? Second, do the prices of electric vehicles reflect the so-called “range anxiety”? Third, is there evidence of an all-electric or hybrid “premium” above and beyond the savings in fuel costs made possible by these cars over their conventional counterparts? We answer these questions using detailed data on new cars sold in eight European Union countries from January 2011 to September 2017, combined with gasoline, diesel and electricity prices and taxation information. Using hedonic pricing regressions and careful sample design, we find that, all else the same, more fuel-efficient variants of the same cars do cost more, but either the fuel economy is undercapitalized, or consumers and automakers are assuming a payback period of 2.5-4.6 years. We also find evidence of large all-electric and plug-in hybrid premiums above and beyond the savings in fuel costs, while regular hybrids cars carry a modest premium—one that is comparable to that of diesel cars or other types of technologies. Individuals who purchase all-electric or plug-in hybrids may be motivated by other considerations in addition to fuel costs, or automakers may be setting prices to take advantage of government incentives. We find no evidence that the prices of all-electric cars reflect their battery range.

Abstract This paper examines three different governance approaches the European Union (EU) and Member States (MS) are relying on to reach a low carbon economy by 2050. Current governance literature explains the operational methods of the EU's new governance approach to reduce carbon emissions. However, the literature neglects to account for the perceived risks that inhibit the roll-out of new low carbon technology. This article, through a novel approach, uses a grounded theoretical framework to reframe traditional risk literature and provides a connection to governance literature in order to assess the ability of EU governance mechanisms to reduce carbon emissions. The empirical research is based on responses from European energy stakeholders who participated in a Delphi method discussion and in semi-structured interviews; these identified three essential requirements for carbon emissions to be reduced to near zero by 2050: (1) an integrated European energy network, (2) carbon pricing and (3) demand reduction. These features correspond to institutionalized responses by the EU and MS: the Agency for the Cooperation of Energy Regulators (ACER); European Union Emission Trading Scheme (EU ETS) and energy efficiency directives and policies integrated into existing MS institutions. The theoretical and empirical findings suggest that governance by facilitation (energy efficiency) fails to induce significant investment and new policy approaches and cannot be relied on to achieve requisite reductions in demand. Governance by negotiation (ACER) and governance by hierarchy (EU ETS) do reduce risks and may encourage the necessary technological uptake. The term ‘risk governance’ is used to explain the important role governance plays in reducing risks and advancing new technology and thereby lowering carbon emissions in the energy sector.

Abstract The question whether coexistence of marine renewable energy (MRE) projects and marine protected areas (MPAs) is a common spatial policy in Europe and how a number of factors can affect it, has been addressed by empirical research undertaken in eleven European marine areas. Policy drivers and objectives that are assumed to affect coexistence, such as the fulfillment of conservation objectives and the prioritization of other competing marine uses, were scored by experts and predictions were crosschecked with state practice. While in most areas MRE-MPA coexistence is not prohibited by law, practice indicates resistance towards it. Furthermore expert judgment demonstrated that a number of additional factors, such as the lack of suitable space for MRE projects and the uncertainty about the extent of damage by MRE to the MPA, might influence the intentions of the two major parties involved (i.e. the MRE developer and the MPA authority) to pursue or avoid coexistence. Based on these findings, the interactions of these two players are further interpreted, their policy implications are discussed, while the need towards efficient, fair and acceptable MRE-MPA coexistence is highlighted.

Abstract The literature and policy base for fuel poverty in the UK and Ireland is well established, and there is a growing body of single country studies beyond these two EU member states (for example Brunner et al., 2012 , Dubois, 2012 , Robine et al., 2008 ), however, on a European level, the last analysis of fuel poverty was conducted in 2004, prior to the enlargement of the EU. Using survey data this paper presents an updated overview of the prevalence of European fuel poverty in the context of the accession of numerous former social states, and rising fuel prices. Analysis reveals the phenomenon of fuel poverty is occurring across the EU, with particularly high levels of fuel poverty found in Eastern and Southern European states. It is argued that there are both EU and national policy frameworks in place that address climate change and these could be used as a starting point for countries to address fuel poverty through improved domestic energy efficiency measures. This paper reflects research undertaken in 2011, supported by eaga Charitable Trust, within the umbrella of work examining issues of poverty and social exclusion across the EU, which has enabled access to the EU-SILC dataset.

Abstract This paper analyses Slovak electricity market with a focus on photovoltaic energy. It evaluates the impact of the solar electricity penetration into electricity mix on spot prices, seeks evidence of the merit order effect in the Slovak electricity market and quantifies it based on hourly data. The multivariate regression analysis covers the period 2011–2016. The rather small merit order effect estimated by an OLS time series model leads to the small decrease of Slovak electricity wholesale prices. This spot price reduction attributable to the photovoltaics does not outweigh the costs of the support scheme borne by end users what implies a consumer loss.

Abstract This article develops a historical perspective on Bulgarian energy dependencies and the vulnerabilities linked to these from the 1940s to today. It comprises the story of how a (post)communist country experienced and dealt with rapidly growing energy imports. The article shows how Bulgarian energy system-builders over time tested different strategies to cope with the new geopolitical conditions in the post-World War II era. It discusses the immense dilemmas that emerged and the far-reaching oscillations of the Bulgarian energy sector: between East and West, between local systems and the imports, between dependence and vulnerability, between power and security. Three main periods are discerned and analyzed. The first started in the late 1940s with the rapid communist industrialization, through which Bulgaria’s energy supply became heavily dependent on import of both resources (coal and oil in particular) and technology from the Soviet Union. The second began in early 1960s with the transition to mega-power plants fueled both by domestic lignite and uranium (enriched, however, in Soviet Union), and a gradual development of policies of energy self-sufficiency. The third one was spurred by the collapse of communism in 1989. It features the country’s accession to the EU in 2007 and the largely parallel ambition to enable a transition to renewables, both aiming the reduction of the dependence on imported energy.

This paper describes the methodology and data used to determine greenhouse gas (GHG) emissions attributable to ten cities or city-regions: Los Angeles County, Denver City and County, Greater Toronto, New York City, Greater London, Geneva Canton, Greater Prague, Barcelona, Cape Town and Bangkok. Equations for determining emissions are developed for contributions from: electricity; heating and industrial fuels; ground transportation fuels; air and marine fuels; industrial processes; and waste. Gasoline consumption is estimated using three approaches: from local fuel sales; by scaling from regional fuel sales; and from counts of vehicle kilometres travelled. A simplified version of an intergovernmental panel on climate change (IPCC) method for estimating the GHG emissions from landfill waste is applied. Three measures of overall emissions are suggested: (i) actual emissions within the boundary of the city; (ii) single process emissions (from a life-cycle perspective) associated with the city's metabolism; and (iii) life-cycle emissions associated with the city's metabolism. The results and analysis of the study will be published in a second paper.

Abstract This paper presents a mathematical model for designing a carbon dioxide (CO 2 ) value chain. Storage of CO 2 in geological formations is recognized as an important alternative for carbon abatement. When CO 2 is deposited in oil reservoirs it can sometimes be used to achieve additional oil production, enhanced oil recovery (EOR). The model determines an optimal CO 2 value chain from a fixed set of CO 2 emission points and a set of potential injection sites. It designs a transport network and chooses the best suited oil fields with EOR potential or other geological formations for storage. A net present value criterion is used. The model is illustrated by an example of a Norwegian case with 14 oil fields, two aquifers and five CO 2 sources. A sensitivity analysis is performed on the most important parameters.