1

2

Information Package for the 5th Thematic Session

1. Introduction by theme leaderMs Etelka BARSI-PATAKY, MEP

Continuing with the series of thematic session events of the Climate Change Committee the time has come to focus on some of the main contributing sectors to global greenhouse gas emissions.

The statistical fact that the energy, transport and industry sector together give the majority of global CO2 emissions is not news anymore. Are these sectors the black sheep of global GHG emissions? It might be the case, but on the other hand citizens also like to live in a European Union with an increased mobility, with a secured energy supply, with a developing European industry able to create "more and better jobs".

Individual mobility has been one of the greatest achievements of the last century and sustainable transport should strike a balance between different and often conflicting interests. To achieve the aim of making European transport sustainable in energy and environmental terms, it is necessary to combine a range of mutually supportive and corrective measures.

In March 2007 was agreed in the European Council to bring about the ‘20/20/20 by 2020’ goals: a 20% reduction in greenhouse gases, 20% of energy use through renewables and 20% increase in energy efficiency by 2020. Adopting such an ambitious goal brings challenges but also opportunities for the industry. There is the challenge for European industry to show its ability to innovate and adapt. Taking up this challenge at an early stage might lead later to an economic advantage at global level.

The scope of today's hearing is to get real solutions from the representatives of the energy, industry and transport sector. Whoever goes through the speakers' names listed in the programme will agree with me that these distinguished guests will certainly deliver the awaited answers.

Only having these possible solutions on their desks will the Members of the European Parliament be able to take political decisions and choose the feasible solutions. I am convinced that this is the way the European Union can translate its goals and intentions into concrete measures.

3

2. Draft Programme 5th Thematic Session

5TH THEMATIC SESSION

"SOURCE OF EMISSION FROM THE INDUSTRY AND ENERGY SECTOR AND TRANSPORT EMISSIONS AT A GLOBAL LEVEL"

Chairman: Guido Sacconi MEP

15.00 Opening session

Mr Guido SACCONI, MEP, Chairman of the Temporary Committee on Climate Change

Mr Karl-Heinz FLORENZ, MEP, Rapporteur for the Temporary Committee on Climate Change

Ms Etelka BARSI-PATAKY, MEP, Theme leader

15:20- 16:00 Transport Panel

Ms. Jacqueline MCGLADE, Executive Director of the European Environment Agency

Mr. Philippe EYDALEINE, Senior Vice President European Affairs, Air France -KLM

Mr. Matthias WISSMANN, President of VDA

Mr. Jos DINGS, Director of T&E, The European Federation for Transport and Environment

16:00 - 16:50 Question and Answers (Debate)

16:50 - 17:20 Energy Panel

4

Mr. Christian AZAR, Professor of Energy and Environment, Professor of Sustainable Industrial Metabolism, Chalmers University of Technology

Mr. Lars Göran JOSEFSSON, CEO, Vattenfall

Mr. Felix MATTHES, Dr. rer.pol. Dipl.-Ing., Öko-Institut (Institute for Applied Ecology)

17:20 - 18:00 Question and Answers (Debate)

18:00 - 18:10 Conclusions

Ms Etelka BARSI-PATAKY, MEP, Theme leader

18.10 - 18:30 Closing remarks and closure of the meeting

Mr Karl-Heinz FLORENZ, MEP, Rapporteur for the Temporary Committee on Climate Change

Mr Guido SACCONI, MEP, Chairman of the Temporary Committee on Climate Change

5

3. Ms. Jacqueline MCGLADE:

SUMMARY:

EEA monitors the progress in reducing greenhouse gas emissions by analysing both past and projected emission trends. The latest Agency analysis shows that the EU will meet its overall Kyoto target and the individual Member State targets only if all planned measures are quickly implemented and Kyoto mechanisms are used.

Transport greenhouse gas emissions continue to rise and are projected to continue to rise in the future. The EEA TERM report being launched on 3rd March focuses on the need to reduce, or at least limit, the emissions from transport. This is particularly true for road transport, which is still by far the largest contributor, although aviation shows the fastest emission growth.

EEA analysis shows that the necessary contribution from the transport sector to meeting greenhouse gas emission reduction targets can not be achieved by technical measures alone (such as amendment to the fuel quality directive and the agreement with the car industry on CO2 emissions from new passenger cars). Limiting demand for transport will become even more essential in the light of the further overall greenhouse gas emissions reductions called for in the Bali roadmap.

Professor McGlade will also present EEA analysis which shows that EU Member States are far from meeting the current biofuels targets. There is however growing doubt about the real ability of first generation biofuels – agrofuels – to reduce overall greenhouse gas emissions. Growing awareness of negative impacts of biofuel production on biodiversity, water and soil, both directly and through land-use change at the global level, point to the need for caution in promoting agrofuels. Using biomass to replace coal in electricity and heat production gives greater reductions in emissions of greenhouse gases at lower cost. Second generation biofuels can lead to more substantial greenhouse gas emission reductions and reduce the adverse effects referred to above. However, further analysis is required as to whether these will be generally available in time to contribute to meeting the 10% target for biofuels in 2020.

6

CURRICULUM VITÆJacqueline McGlade

Executive Director of the European Environment Agency

Professor McGlade became Executive Director of the European Environment Agency on June 1 2003. Prior to this she was Natural Environment Research Council Professorial Fellow in Environmental Informatics in the Mathematics Department of University College London where her main areas of research included spatial data analysis and informatics, expert systems, environmental technologies and the international politics of the environment and natural resources.

Previous appointments have included Director of the UK’s Centre for Coastal & Marine Sciences, Director of Theoretical Ecology at the Forschungszentrum Jülich Germany, Associate Professor at the Honda funded International Ecotechnology Research Centre, Senior Scientist in the Federal Government of Canada and in the USA, Adrian Fellow at Darwin College, Cambridge and Professorships at Warwick University and Aachen. Professor McGlade has won various prizes including the Minerva Prize, the Swedish Jubileum Award and the Brno University Gold Medal. She also has Honorary degrees from Wales (Bangor) Kent and is a Fellow of the Linnean Society and the Royal Society for the Encouragement of Arts, Manufacture & Commerce.

Professor McGlade has worked extensively in North America, south-east Asia and west Africa; she has published more than 100 research papers, written popular articles, presented and appeared in many radio and television programmes, including her own BBC series The Ocean Planet and Learning from Nature and more recently Our Arctic Challenge, a film about sport and tourism in Greenland. She has given public lectures worldwide on climate change, energy and sustainable development, environmental information, conflicts over environmental impacts of industrial and natural activities, environmental technologies and the use of multimedia and modern forms of web communication.

Professor McGlade was Chairman of The Earth Centre and a Board Member of the Environment Agency. She is currently a Trustee of the Natural History Museum, and a member of the Environment Advisory Committee of the European Bank for Reconstruction and Development, UK-China Forum and UK-Japan 21st Century Group. She is also Director of the software company, View the World Ltd.

Recent books: Advanced Ecological Theory (Blackwell 1999); The Gulf of Guinea Large Marine Ecosystem (Elsevier 2002).

7

4.Mr. Philippe EYDALEINE

SUMMARY:TITLE: Taking the lead in Sustainable AviationWhat is really needed?Well-designed ETS: Globally accepted, Effective, Open, WorkableTechnological breakthroughs (innovation…)Commitment member States (e.g. Single Sky,efficient ATM)Consumer engagement (economic basis for transition)

CURRICULUM VITÆMr. Philippe Eydaleine

Senior Vice President European Affairs, Air France - KLMGENERAL INFORMATION

Date of Birth : December 22, 1958; Marital status :married, 4 children

TRAINING Ecole Polytechnique (1978-1981), Civil Aviation Engineer (1981-1983)

PROFESSIONNAL EXPERIENCE

Air France in Brussels (October 2005- present)SVP Permanent Representative in Brussels

Air France in Atlanta (from May 2002-October 2005)Position : Air France representative at Delta airlines and Skyteam synergy chairperson.

Servair (from September 1998-2002)Servair is an Air France subsidiary (88.03%) focused on airline catering Position : Senior Vice President Strategy and Development

Air Transportation Institute (1997-1998)Consultancy services, Position : Deputy to General Manager

Air France Europe (formerly Air Inter) (1996-1997)Position: Director Service and Quality

Transportation Secretary of State Department (1995-1996)Adviser to the Minister in charge of « Air Transportation »

Air Inter (1986-1995)Former French main domestic airline Various positions in Strategy, HR and marketing, last position deputy SVP marketing

Air Transportation Institute (1984-1986) Consultant

French Department of Civil Aviation (1983-1984)

8

5. Mr. Matthias WISSMANN:

SUMMARY:Individual mobility has been one of the greatest achievements of the last century and sustainable transport should strike a balance between different and often conflicting interests while seeking to reconcile mobility, a basic right that citizens enjoy. On the other hand, also in the future, the individual mobility will be the most important way of transportation, of persons and goods. Not only because the individual transportation is the most flexible, fast and comfortable and sometimes the only way to transport people and goods in the daily live. Also because other transportation systems will be not able to cope with the stable growth of transportation requirement in the next years and decades. Therefore we will need all transportation systems.

To achieve the aim of making European transport more sustainable in energy and environmental terms, it is necessary, to use a politic – mix of an integrated approach, which was declared in the Cars 21 process. Therefore the automotive industry has to develop more technology to reduce CO2-emissions but also the other stakeholders have to be involved. This means more and proper invest in the European road infrastructure, more and better traffic management systems, sustainable use of bio fuels and higher quality fuels, and a better use of market-based instruments to promote more eco innovations in vehicles.

The Automotive Industry faces a new regulatory system in CO2-emissions. The German automotive Industry supports the EU-Community target of reducing the CO2 output from passenger cars to 120g CO2/km through a combination of “engine and power train technology” and “complementary Measures”. However, the regulation must be designed so that it is not only beneficial for the climate, but is also in line with the guidelines determined by the Commission itself on 07.02.2007. This means “to ensure competitively neutral and socially equitable and sustainable reduction targets which are equitable to the diversity of the European automobile manufacturers and avoid any unjustified distortion of competition between automobile manufacturers (COM (2007) 19 final of 07. Feb. 2007). The proposal submitted by the European Commission does not meet these demands and also the demands of climate protection. There are four main critical points on that:1. Eco Innovations are not substantially addressed in the Commission's proposal. There are only four Innovations which calculated at five g/km CO2. An effective incentive for the widespread use of eco innovations is not in the Commission's proposal.2. The penalty-system the commission proposes is far too high and completely out of proportion to the burdens of other industries3. A step by step implementation of the system has not been envisaged .Instead the scheme will be introduced at one go in 2012 with a gradual increase in the penalties. As a consequence penalties would be unavoidable right from the outset, sonce a considerable proportion of the passenger cars on the roads in the year 2012 have already completed their development and/of are already in use.4. The Commission's proposal violates the criterion of considering the “diversity pf the industry” defined in the Commissions own Communication of February, since it

9

would be more difficult for manufacturers of large vehicles in particular to achieve the targets. These carmakers would therefore be forced to expand their product range hugely towards small cars, since in this area the progress demanded is significantly less and “credits” can be generated that allow compensation for the unavoidable exceeding of targets at the “top end” of product spectrum.

CURRICULUM VITÆMr. Matthias Wissmann, MP

President of VDA1968 - 1974 Studies of law, economics and political science at Tübingen and

Bonn Universities

1974 / 1978 First and second legal State examinations

1973 - 1983 Chairman of the German Young Christian Democrats

since 1975 Member of the National Board of the Christian Democratic Union (CDU)

since 1976 Directly elected member of the German Parliament (Deutscher Bundestag) of the constituency of Ludwigsburg

1983 - 1993 Chairman of the Economic Working Group and economic-policy spokesman of the CDU/CSU Parliamentary Group

January –May 1993

Federal Minister for Research and Technology

May 1993 –October 1998

Federal Minister of Transport

November 1998 –November 2000

Chairman of the Committee of Economy and Technology of the German Parliament (Deutscher Bundestag)

November 2002 –June 2007

Chairman of the Committee of European Affairs of the German Parliament

since 1999 Senior International Partner of the law firm Wilmer Cutler Pickering Hale & Dorr LLP

As from June 2007 President of the German Association of the Automotive Industry (VDA)

Published books include:

Marktwirtschaft 2000 (Market Economy 2000)Deutsche Perspektiven (German Perspectives)Die Soziale Marktwirtschaft (Social Market Economy)

10

6. Mr. Jos DINGS:

SUMMARY:

The inexorable rise of transport emissions – 2% per year over the past 15 years – is incompatible with Europe’s climate ambitions. On top of that, if we do not manage our oil demand, prices will go up further, exacerbating economic and security concerns. Contrary to what some think oil will not run out, but it will rather come from increasingly dirty sources such as tar sands and coal. Transport is not decarbonising, it is actually carbonising. Moreover, transport is one of the sectors where regions like Europe can act without serious distortions of competition and without serious carbon leakage problems, just like in buildings and households for example. Therefore there is a very strong case for implementing much more ambitious climate policies in transport than in other sectors, notably those in the ETS.

Despite the fact that aviation is rightly seen as the most polluting and most climate intensive mode of transport, policies for the sector are still limited including the sector in the ETS – which will hardly make a difference to the sector’s emissions. All aviation’s sub-sectors, from aircraft construction, airlines to airports, are still directly and indirectly subsidised. That urgently needs to stop and obvious measures like fuel taxation and VAT need to be introduced. Bio fuels and synthetic fuels are not a structural option. The sector needs to think long, hard and radically on options to very drastically reduce its energy requirements.

Reducing CO2 from cars is the most effective policy available to cut transport emissions and global oil demand, and thereby induce a much-needed relief in the oil market. The Commission’s proposal formalises a second postponement and a 10 grams weakening of the long-standing 120 g/km target. Europe’s automotive cluster as a whole would greatly benefit from regulatory courage. Europe’s car makers are well-placed to deal with the challenge. Long term targets, for 2020 and 2025, are needed in order to achieve the quantum leaps in efficiency improvement required. Penalties in the range of € 100 per g/km are not excessive at all – they are perfectly in line with those for other sectors. It would be an inexplicable mistake to base CO2 standards on weight – because that means if you make your fleet lighter you are punished with a tougher company target. The standards should be based on the cars’ ‘footprint’ – a good proxy for inner space. Roomy cars are not a problem, heavy cars are.

11

CURRICULUM VITÆMr. Jos Dings

Director of T & E, The European Federation for Transport and Environment

Jos Dings is Director of T&E, the European Federation for Transport and Environment. T&E is Europe's principal environmental organisation campaigning specifically on transport issues and draws its 49 member organisations from 21 EU Member States.

T&E works on aviation, shipping, standards for cleaner vehicles and fuels, and European infrastructure charging and investment policy. As Director Jos carries responsibility for strategy, staffing, fundraising and external representation of T&E.

Before joining T&E in 2004, Jos worked at CE Delft, an environmental consultancy, where he headed the transport division.

Jos graduated in Mechanical Engineering at the Delft University of Technology.

He is 38 years old, married with three children, and loves bike racing in the mountains.

12

7. Mr. Christian AZAR:

SUMMARY:In this presentation I will present results from a global energy systems model called GET 5.0.

It will be shown that meeting the EU 2 degree target is a very tough challenge but that it is nevertheless technically possible, economically feasible by using a combination of energy efficiency improvements, expansion of biomass, solar and wind, and carbon capture and storage on fossil fuels.

Nuclear energy only plays a marginal role in the scenarios. Biomass with carbon capture and storage is used so as to obtain negative emissions.

These emission scenarios will only materialise if there are policies that give incentives to reduce emissions, the most import of which is a price on carbon emissions (either through a cap-and-trade system or a carbon tax).

Finally, a few words will be given on the complexities of biomass (where there are both "positive" and "negative" forms) and nuclear energy and the possible links to nuclear weapons.

CURRICULUM VITÆMr. Christian Azar

Professor of Energy and Environment, Professor of Sustainable Industrial Metabolism, Chalmers University of Technology

Christian Azar’s background is in physics and he is currently a professor of energy and environment at Chalmers University of Technology, Sweden.

His research focuses on climate change mitigation strategies (including energy systems modelling, technology assessment and policy analysis). He is on the editorial board of several international scientific journals, has published some 100 scientific papers and reports on energy, climate and the environment, and has been a lead author of the Intergovernmental Panel on Climate Change.

He has offered hundreds of lectures to policy makers, business leaders, environmental organizations and the general public on energy, sustainability and climate change.

Recently, he was a member of the former Swedish Prime Minister Göran Persson’s commission against oil dependency (2006), the Swedish Government’s scientific council on climate change (2007) and he has been an advisor to Margot Wallström in her capacity as EU Commissioner for the Environment.

He is currently a member of Prime Minister Fredrik Reinfeldt’s Sustainability Commission.

13

8. Mr. Lars Göran JOSEFSSON:

SUMMARY:

Concerns about global warming are increasing. Scientific knowledge regarding the consequences of emissions of greenhouse gases on the global climate and the effects of climate change on society, the welfare of human beings and nature is improving. Several studies of the possibilities and costs of reducing emissions of greenhouse gases have been published. Many of these are detailed studies of specific sectors. This study is an attempt to create a first map of the global potential for reducing greenhouse gas emissions.

The aim is to contribute to a better factual basis for decision-making on many different levels. The main advantage of this study is that a consistent approach has been used across sectors and regions and we believe that new insights are provided by the results of the study. The initial data collection was done together with McKinsey & Company. All the conclusions and recommendations are the work and responsibility of Vattenfall.

This is, however by no means the final answer. It could be seen as a 16th century map. We believe that we have discovered and mapped the continents and provided a rough picture of where they are and what they look like.

The map is good enough to start the journey, but is in need of refinements, adjustments and more details as the journey proceeds. We therefore encourage you to send us suggestions and comments improving the climate map.

Main findings

It is fully possible to reduce emissions substantially

The abatement potential is well distributed over sectors and regions

Industry and power represents less than 45% of the total 2030 potential

The developing world, excluding China, represents more than 40% of the total abatement potential 2030

The abatement potential with negative cost is 35 - 45% of the total in industrialized countries

It will be demanding mutual understanding global cooperation concerted actions

Well-advised use of markets and price signals is of crucial importance, in addition “lubricating measures” are needed in some sectors

The total cost for reducing emissions substantially seems to be limited 450 ppm could cost as little as 0.6% of GDP if all low-cost opportunities are addressed

14

In general newly developed technology will play a limited role up to year 2030but selective support to key technologies to speed up learning curves and handle risks can make a substantial difference.

The mapping has resulted in two different types of findings. Firstly, we have identified the abatement potential below a specified cost level. Hence, the fundamental question is: How large is the potential for reducing emissions of greenhouse gases if we accept a marginal cost of for instance € 40 per ton CO2e.

Secondly, we have identified the costs for different types of abatement measures. This has resulted in a marginal abatement cost curve (MAC), where the different measures are ordered from the cheapest to the most expensive ones. It is also possible to calculate the average abatement cost and the extra investment needed to achieve this abatement.

CURRICULUM VITÆMr. Lars Göran Josefsson

CEO Vattenfall

Lars G Josefsson became President and CEO of Vattenfall in August 2000. Since his appointment, Vattenfall has established itself as a dynamic northern European energy group, with a strong presence in Germany and Poland as well as Sweden.

Before joining Vattenfall, Josefsson worked for Ericsson in a number of executive capacities, including a four-year period in charge of operations in Austria. From 1997 he was President and CEO of Celsius, which he led until 2000 when Celsius became part of the Saab Group.

Josefsson was born on 29 October 1950 in Ulricehamn, Sweden. He graduated in 1973 with a degree in technical physics from Chalmers Institute of Technology. After his National Service in the Signal Corps, he began a professional career in 1974 as a systems engineer at the Defence Electronics Division of what was then LM Ericsson. Here, after a number of executive posts, he was appointed President of Chemtronics in 1984.

At Ericsson Radio Systems, he became head of the Radar Section in 1985. In 1987 he took over as Vice President and head of the Surface Sensor Division.

He attended several courses at the Ericsson Management Institute, and his executive training also includes a Program for Executive Development at IMD (International Institute for Management Development) in Lausanne, Switzerland in 1986.

His background, combined with his excellent knowledge of German, facilitated his appointment as President of Schrack Telecom AG in Vienna, Austria. The company was later renamed Ericsson Schrack AG (in 1994) and Ericsson Austria (in 1996).

In 1997 Josefsson was recruited for the post of President of Celsius AB, in which the Swedish State then held a 25 per cent stake. With the defence market shrinking, a certain amount of restructuring took place, including the merger of the submarine and

15

surface ship operations with the German HDW, the merger of Bofors artillery operations with American United Defence, and the formation of a Nordic ammunition and explosives unit. Finally, the Celsius Group was acquired by the Saab Group, after which Josefsson became President of Vattenfall AB.

In addition to his duties as CEO of Vattenfall, he is a member of the supervisory board of Böhler-Uddeholm AG of Vienna, Austria and of Eskom Holdings Ltd of Johannesburg, South Africa. In April 2004 he was elected President of the German-Swedish Chamber of Commerce.

In December 2006 the German Chancellor Angela Merkel named him as one of her government advisors on international climate protection issues. From April 2007 Josefsson is a member of the commission for sustainable development in the Swedish government. He is the holder of several patents in the field of radar technology, and has been a member of the Royal Swedish Military Academy since 1988 and the Royal Swedish Society of Naval Sciences since 1998.

Lars G Josefsson is married and has four children. His leisure interests are tennis, skiing and hunting.

9. Mr. Felix MATTHES:

TITLE: The European Union Emissions Trading Scheme and energy intensive industries

Carbon pricing constitutes a key foundation for climate policy. If there is no price on greenhouse gas emissions other policies for emission mitigation will be less effective and in many cases less efficient. Among the different options for carbon pricing (taxation, subsidies, emissions trading) emissions trading seems to be the only way to introduce a carbon pricing regime which is effective and compatible to approaches in other countries or regions world-wide as well as to future international climate regimes.As for many other climate policies the crucial challenge for carbon pricing is the phase-in of the scheme. The European Union Emissions Trading Scheme (EU ETS) is a front-running climate policy instrument which is well recognised world wide as an innovative policy approach. However, this innovative approach faces seriouschallengesThe scheme must ensure a non-distorted CO2 price signal which must be reflected in all operational and investment decisions of the economic entities.Competition distortions regarding economic entities outside the scheme which could lead to carbon leakage must be avoided.The empirical evidence from the first two phases of the EU ETS shows that many Member States chose allocation approaches which lead to major distortions of the carbon price signal. Furthermore the different allocation approaches created major

16

competition distortions between the Member States. Against this background the phase-in of auctioning in the EU ETS must be seen as the only way to ensure non-distorted price signals and emission reductions for the lowest costs.However, the introduction of the EU ETS and the phase-in of auctioning can create competition distortions and carbon leakage for some energy intensive industries which compete with market players outside the European Union and are not able to pass through the costs of CO2 to their product prices. Regarding this the following issues must be reflectedThe challenge of serious competition distortions and carbon leakage is limited to a few energy intensive industries or even energy intensive products which face high CO2 price burdens and a high exposure to international competition at the same time.Only a fraction of CO2 price effects (from direct CO2 emissions) can be compensated by free allocation of allowances, the more significant effects will result for some of the affected industries from the pass-through of CO2 costs to the power prices.Against this background the issue of potential competition distortions and carbon leakage should not be addressed in the design of the EU ETS or its allocation regime but in complementary measures (direct compensation, border tax adjustments, etc.)The EU ETS must create a carbon price signal which is indispensable for any sufficient climate policy and should be seen as a policy approach of high priority. However, carbon pricing is necessary but not necessarily sufficient for an effective climate policy. Complementary measures will be needed to bring backstop technologies to the market (renewable energies, CCS) or to overcome structural barriers (energy efficiency, etc.).

CURRICULUM VITÆMr. Felix Matthes

Dr. rer. pol. Dipl.-Ing. Öko-Institut

Felix Christian MatthesDiplom-Ingenieur, Dr. rer. pol.,

Öko-Institut, Institute for Applied EcologyNovalisstraße 10, D-10115 Berlin, Germany +49-30-280486-81,

f.matthes@oeko.de, www.oeko.de

born 13 May 1962 in Berlin

1981-1985 studies in electrical engineering at the Leipzig University of Technology (Technische Hochschule Leipzig)

1985 graduation as Diplom-Ingenieur

1986-1989 employment at the industry

since 1990 senior scientist at Öko-Institut (Institute for Applied Ecology) researcher and consultant, responsible also for the set up of the Berlin branch of Öko-Institut

17

1993 study visit to the USA as fellow of the German Marshall Fund of the United States

since 1997 coordinator of the Energy & Climate Division at Öko-Institut

1996-1997 auditor at the Otto-Suhr-Institute for Political Science at the Free University of Berlin

1999 doctorate (“summa cum laude”, political science) at the Free University Berlin

2000-2002 Scientific Member of the Study Commission (Enquete Commission) „Sustainable Energy in the Framework of Globalization and Liberalization “of the 14th German Bundestag (German Federal Parliament)

2002-2004 Deputy Director of Öko-Institut

2007 Visiting scientist at the Massachusetts Institute of Technology (Joint Program on the Science and Policy of Global Change), Cambridge, MA (USA)

Numerous studies and publications on German and international energy, environmental and climate policy. Key research topics during the last years:

Power production from Combined Heat and Power (policy advice for preparation and monitoring of the German CHP Act)

CO2 emissions trading (numerous contributions to the National Allocation Plan(NAP), comparison of NAPs, linking of ETS)

Energy and emissions projections EU energy market development and market liberalization Assessment of policy tools in energy and environmental policies International climate policy (e.g. national expert for in-depth review missions on

national communications under the UNFCCC on behalf of the UNFCCC secretariat)

Member of Gesellschaft für Energiewissenschaft und Energiepolitik (German branch of the International Association for Energy Economics), Member of Deutschen Vereinigung für Politische Wissenschaft (DVPW – German Association of Policy Science) Guest lecturer for energy policy analysis at Otto-Suhr-Institute for Political Science at the Free University of Berlin