A recent information campaign led by energy companies and echoed by politicians,  suggests that CO2 accounts for as much as 60% of the electricity cost. This message creates an impression that the cost of buying allowances amounts to 60 percent of the end users’ electricity bill. But this is not the case. It does a great deal of harm - it distracts attention from the fundamental problems of the Polish energy sector. It distances us from solutions that can effectively stop price increases. In this article - on the basis of adopted assumptions (presented in the annex) we present, among others, what energy prices for households are actually made of.

When more than 40 countries signed the Katowice Partnership for E-Mobility at the 24th session of the Conference of the Parties (COP 24) in Katowice in 2018, it set a milestone for a global approach for the electrification of mobility and the decarbonisation of the transport sector. For Poland and Germany, as the sixth-largest and largest passenger car markets in Europe by sales, it was yetanother confirmation of a lived reality. Dedicated friendship and strong long lasting economic cooperation are characteristic for the relationship of both countries and the motto of the framework, Driving Change Together, reflects their joint ambition for the electrification of the transport sector.

It’s PLN 560 billion [EUR 124 bln]. This is the amount Poland can allocate for the energy transition and phaseout of coal thanks to EU membership. This is a historic opportunity to shift the Polish economy—including the energy sector—to the low-carbon track and develop new industries. Although last year the Polish government declared the intention to pursue climate neutrality in line with EU policy, Poland’s decision-makers are anxious that the country will not be able to handle the challenge of decarbonisation. At the same time, the government’s relations with EU institutions are deteriorating, making talks about the EU funds difficult. So then, what resources are at stake?

Poland’s energy sector is entering a period of major turbulence. The immediate question is the continued operation of the Turów power station since the EU Court of Justice recently ordered the suspension of lignite mining there. This is just the beginning of the problems. After 2025, when public support ends, the first 8 GW of coal capacity may leave the Polish system, and a little later, another 6 GW. The power plants will be shut down due to age and costs. Observing the government’s actions, one can get the impression that all hope lies in the proposed National Agency for Energy Security . Yet, this is a side discussion because no change in ownership structure will improve the situation of the failing coal power industry. Instead, difficult decisions must be made, and the possibilities of supporting the operation of coal-fired power plants with public money are already very limited.

Transport accounts for the largest share of greenhouse gas (GHG) emissions in the European Union and is the only sector in which emissions have been increasing in recent years. The goal of climate neutrality and the increased reduction target for 2030 will not be achievable without a revolution in transport, as confirmed by the ‘Fit for 55’ package published by the European Commission. Given the years of a lack of effective policies in this area in the Visegrad countries, implementing appropriate measures to reduce emissions from transport becomes an urgent challenge. The hope is in electrification, especially of passenger cars.

Work on the European Green Deal is accelerating. The main tool to achieve the new targets for reducing greenhouse gas emissions (GHG) in the EU will be the Fit for 55 package. Among its key elements is support for reducing CO2 emissions from buildings and transport. For Poland, this debate will be uncomfortable because over the course of three decades, not only has pollution not decreased but it has increased considerably in transport. This results in terrible air quality in Poland. Catching up, which is necessary for both climate reasons and the modernisation of outdated infrastructure and improvement of air quality, will be a challenge. The introduction of emission charges is intended to help. In its latest study, Forum Energii proposes measures to internalise the external costs of emissions in a way that is smooth, gradual, and socially acceptable.

Since the beginning of the year, CO2 emission allowance prices have risen by 70%, from EUR 30 to over EUR 50 per tonne. The rate of this increase has again triggered discussion in Poland on the purpose of the Emissions Trading System’s (EU-ETS) existence. Meanwhile, the EU discussion on the ETS, which is due to begin shortly, will not be about whether to abolish the system, but how to reform it so that the EU can achieve its decarbonization goals. Carbon pricing will be the most important tool for achieving the EU's 55% emissions reduction target in 2030. In this text, we explain the system’s basic operational principles and highlight expected discussion topics and possible upcoming changes. 

At least 55%—this is the reductions target proposed by the European Commission for greenhouse gas emissions (GHG) by 2030. There is no turning back from increasingly demanding climate policy. In its latest analysis, Forum Energii shows how Poland can meet this policy.

On 4 March the European Commission has just presented a draft climate law. Its most important point is the commitment to achieve the EU's climate neutrality by 2050. But the Commission also announces an increase in the shorter term reduction target for 2030. This is an aspect that Poland needs to pay particular attention to, as we will not avoid discussing how to get closer to this target in next ten years.

What actually happened at the recent European Council? Poland supported the goal of climate neutrality or quite the contrary? What can be expected in the coming months? Aleksandra Gawlikowska-Fyk and Joanna Maćkowiak-Pandera discuss the results of the European Council conclusions and its implications.