Ammonia co-firing power generation regulation
In the short term (until 2030), introduction and diffusion of co-firing with 20% ammonia to thermal power is set as a goal. Therefore, in terms of technology, we will establish 20% co-firing technology by conducting a demonstration of 20% co-firing using actual equipment for four years from FY2021, and then aim to implement NOx-controlled co-firing burners in existing power plants and introduce fuel ammonia through electric power companies.
In addition, the legal status of fuel ammonia is still unclear in relation to energy policy, as ammonia has never been envisioned for fuel use. While introducing and expanding the use of fuel ammonia, we will take measures to ensure that it is evaluated under the law through the realization of non-fossil values under the "Act on Advancement of Energy Supply Structure (Advancement Act)" and deducted from energy input when calculating power generation efficiency under the "Act on the Rational Use of Energy (Energy Conservation Act)".
Thermal power generation, Nuclear power generation, Renewable power generation, Electricity generation
None
|
Japan |
None |
https://www.meti.go.jp/english/policy/energy_environment/global_warming/ggs2050… |
Efficiency improvement in Automobiles
EC Regulation 443/2009 sets fuel efficiency targets for new cars to be achieved by 2015 and 2020. The regulation translates a fleet average CO2 tailpipe emissions target for new vehicles sold in the EU market into specific targets for individual manufacturers according to the mass of their fleet. Heavy fines are imposed for non-compliance. The 2021 target is for a fleet average of 95g CO2/km across the EU, with a transition period where 95% of a manufacturer’s fleet must meet the 95g target by 2020. Complementary measures are a collection of technologies that could improve 'real world' fuel efficiency of cars which wouldn't be fully captured by the new car CO2 target and which could improve fuel efficiency in the existing fleet. These include gear shift indicators, tyre pressure monitoring systems, more efficient mobile air-conditioning, and low rolling resistance tyres.
Road-Freight, Road
None
|
Germany |
None |
https://www.eea.europa.eu/policy-documents/443-2009 |
Environmental Protection Act: Obligations on energy savings
The Environmental Protection (or Environmental Management) Act and its implementation in an Activities Decree a.o. obliges companies that consume in excess of 50 000 kWh of energy or 25 000 m3 of gas to adopt energy saving measures with a payback time of 5 years or less. This obligation also applies to all non-residential buildings, such as offices, healthcare institutions, shops and schools. The competent authority – mostly the local municipality – can enforce compliance. In 2015 a set of Recognised Lists of Measures (in Dutch: EML Erkende Maatregelenlijst) has been added to the Decree to further enhance the obligation. In 2019 also a method was incorporated into the legislation to determine the paybacktime of energy eficiency measures. This method can be used when companies do not use the Recognised Lists of Measures. The method aims to reduce the space for discussion between the competent authorities and companies about measures they have to take. The method will enter into force by the end of 2019. The effect in 2020 is due to the enhancement due to the Energy Agreement.
Residential buildings, Commercial/institutional buildings
None
|
Netherlands |
None |
https://english.rvo.nl/information/laws-regulations/energy-efficiency-notificat… |
EU CO2 emission performance standards for new passenger cars
The EU Regulation 2019/631 of the European Parliament and of the Council of April 2019 sets CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repeals Regulations (EC) No 443/2009 and (EU) No 510/2011.
The Regulation sets cost-effective CO2 emission reduction targets for new light-duty vehicles up to 2030 combined with a dedicated incentive mechanism to increase the share of zero/low-emission vehicles.
The aim of the Regulation is to ensure that the EU automotive industry maintains its
technological leadership, also by strengthening its competitiveness and stimulating employment while ensuring a better functioning of the internal market and aiming to fulfil Paris Agreement on climate change’s objective. Further, the Regulation will also reduce fuel consumption costs for consumers. The incentive mechanism to increase the share of zero/low-emission vehicles will in particular contribute to the reduction of air pollutants and in turn increase air quality with public health benefits
From 1 January 2020, this Regulation sets an EU fleet-wide target of 95 g CO2/km for the average emissions of new passenger cars and an EU fleet-wide target of 147 g CO2/km for the average emissions of new light commercial vehicles registered in the Union. The Regulation will, until the end of the year 2024, be complemented by additional measures corresponding to a reduction of 10 g CO2/km.
Road- Passenger
None
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Czechia |
None |
https://unfccc.int/sites/default/files/resource/BR4_CZE.pdf |
Guangzhou Territorial Space Master Plan 2021-2035
The Master Plan conserves the nine major ecological areas of the city and builds a three-level (regional-district-community) ecological corridor. The plan calls for constructing a blue-green infrastructure network that will help the city increase resilience. It aims to reconnect nature, society, and the city, adaptively responding to the changing climate through five guiding principles: sustainability, nature-positive approach, carbon neutrality, resilience, and cultural vitality.
Specifically, the Plan sets spatial control measures by defining “three bottom lines” (ecological conservation zone, permanent farmland boundary, and urban growth boundary). Additionally, it integrates the “sponge city” concept and a five-dimensional cooling strategy (smart planning, smart surfaces, smart design, smart facilities, and smart energy) to improve urban ventilation, capture rainwater, reduce energy consumption, and create a comfortable, climate-adapted urban habitat.
Residential buildings, Commercial/institutional buildings
None
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China |
None |
https://en.planning.org.cn/planning/view?id=1557, https://www.thegpsc.org/sites/gpsc/files/1._overview_piloting_nba_urban_cooling… |
Joint Equipment Energy Efficiency Programme
A joint Equipment Energy Efficiency (E3) Programme has been developed with Australia. Energy efficiency measures, including energy rating labelling for a range of residential, commercial and industrial products, along with mandatory performance standards, allow both countries to set consistent standards and measures for energy efficiency.
Residential buildings, Commercial/institutional buildings
None
|
New Zealand |
None |
http://www.eeca.govt.nz/regulations/equipment-energy-efficiency/about-the-e3-pr… |
LED distribution for low income household (PALCEE Project: Latin America and the Caribbean Energy Efficiency Programme)
Capacity Building in energy audits was given for officers of the public service and agents promoting energy efficiency throughout Belize. The second phase of this program involved the implementation of these recommended energy conservation measures, and the final phase of the program focused on awareness creation of energy efficiency in lighting. This was done via a bulb exchange program to replace inefficient bulbs and tubes with LEDs in low income households. The bulb and tube exchange program involved trading in incandescent bulbs and compact fluorescent lamp for the more energy efficient light emitting diodes (LEDS). A total of 1,448 LED bulbs and 100 LED tubes were distributed to recipients in Dangriga, Sarawee and Hope Creek. The remaining 300 bulbs were distributed to other residents across the country.
Warehousing, Wholesale/Retail, Office, Data centres, Other, Commercial/institutional buildings
None
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Belize |
None |
http://www.energy.gov.bz/palcee-latin-america-and-the-caribbean-energy-efficien… |
Mandatory Minimum Energy Performance Standards and Mandatory Energy Rating Label
The Equipment Energy Efficiency (E3) program is an initiative of the Australian Government, states and territories and the New Zealand Government. These groups combined to deliver a single, integrated program on energy efficiency standards and energy labelling for equipment and appliances.
It is one of a number of programs implemented by the former Council of Australian Governments (COAG) Energy Council and now continues under Energy Minister's through the Energy Minister's meeting (EMM). An Inter-Governmental Agreement provides the framework for national cooperation on the E3 Program. A similar arrangement has also been developed to ensure alignment with New Zealand.
On 1 October 2012, the Greenhouse and Energy Minimum Standards (GEMS) Act 2012 came into effect, creating a national framework for product energy efficiency in Australia. The GEMS Act is the underpinning legislation for the program.
Mandatory Minimum Energy Performance Standards and mandatory Energy Rating Labels improve energy productivity and reduce energy consumed, thereby saving businesses and households money from their energy bills. Improved energy productivity and reduced energy consumption in turn reduces greenhouse emissions
Residential buildings, Commercial/institutional buildings
None
|
Australia |
None |
https://www.energyrating.gov.au/about |
New Bus Contracts 2020-2030
This measure will be implemented via specific requirements within the new bus operators’ contracts that will come to force in 2020. More specifically, based on the new contracts, it is required that the average age of any PT operator’s bus fleet drops to 10 years for the contract period 2020-2030. At the moment, on a national level, the average age of the public bus fleet is approximately 17 years and it is therefore expected that extensive renewal of the fleet will be undertaken to meet these requirements.
This measure will be implemented by including specific requirements within the new bus operators’ contract such as:
• Additional Cost for the Tenderer to Convert their bus fleet to Compressed Natural Gas (CNG), when such fuel source is available in Cyprus and the prerequisites for doing so exist. The proposal should be identifying, but not costing, the number of CNG Fuel Stations;
• Additional Cost for the Tenderer to provide Electric Buses (maximum capacity 22 persons) in Historic City Centres
• May submit a variant to their standard offer (of 10 year contract period), showing amortisation over a longer period – not exceeding 15years – for supplying a fleet with vehicles (buses) operating with electric energy, which are more expensive than the usual diesel buses, and will require further significant investments on charging stations in depots and key locations, but contribute towards a cleaner environment.
Road-Freight, Road
None
|
Cyprus |
Plug-in electric vehicles |
https://www4.unfccc.int/sites/SubmissionsStaging/NationalReports/Documents/6129… |
Old vehicle scraping scheme and financial incentives for the purchase of electric vehicles
Incentives for the purchase and use of low/zero emission vehicles including the old vehicle scraping scheme and financial incentives for the purchase of electric vehicles that was announced in late 2019. This scheme will come into force in 2020.
A budget for the programme was set at 3mn euros, of which 2.5mn eur is earmarked for the withdrawal of old cars and replaced with a new car with a conventional engine meeting the emissions criteria.
The subsidy of 2k euro is available for the purchase of new conventinal vehicles, while 5k euro will be give for buying a new electric vehicle which does not require the withdrawal of an old car.
Road- Passenger
None
|
Cyprus |
None |
https://unfccc.int/sites/default/files/resource/cyp_2020_v5.0.xlsx |
Rail Electrification
Major programme of rail electrification underway to replace older diesel trains with modern, low-emission electric trains. This means that operators are contractually obliged to meet emissions levels based on running modern electric rather than diesel traction. Trans Pennine Express (TPE) and Northern are examples where 11% and 17% reductions in CO2e emissions per vehicle km respectively where contracted based on electrification schemes.
Reducing costs: electric trains tend to be cheaper to buy, operate and maintain than diesels. They are also lighter so do less damage to the track. So whilst there is clearly a large capital cost associated with installing new electrification infrastructure, this can be compensated over time by the lower operational costs of electric trains.
Increasing capacity and reliability and reducing journey times: electric trains tend to outperform equivalent diesels in terms of reliability, acceleration and carrying capacity.
Reducing environmental impacts: electric trains are quieter and more carbon efficient than diesels and zero emission at point of use which helps with local air quality.
Rail-Passenger, Rail-Freight, Rail
None
|
United Kingdom of Great Britain and Northern Ireland |
None |
https://unfccc.int/documents/271540 |
Regulation (EU) 2019/631 of the European Parliament and of the Council
In 17 April 2019, the European Parliament and the Council adopted Regulation (EU) 2019/631 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles (vans) in the EU for the period after 2020.
From 2025 on, manufacturers will have to meet the new targets set for the fleet-wide average emissions of new cars and vans registered in a given calendar year, with stricter targets applying from 2030.
The Regulation also includes a mechanism to incentivise the uptake of zero- and low-emission vehicles, in a technology-neutral way.
The new Regulation will start applying on 1 January 2020, when the current Regulations setting CO2 emission standards for cars and vans will be repealed.
Target levels
New EU fleet-wide CO2 emission targets are set for the years 2025 and 2030, both for newly registered passenger cars and newly registered vans.
These targets are defined as a percentage reduction from the 2021 starting points:
Cars: 15% reduction from 2025 onwards and 37.5% reduction from 2030 onwards
Vans: 15% reduction from 2025 onwards and 31% reduction from 2030 onwards
The specific emission targets for manufacturers to comply with, are based on the EU fleet-wide targets, taking into account the average test mass of a manufacturer's newly registered vehicles.
Road-Freight, Road
None
|
Austria, Belgium, Bulgaria, Croatia, Cyprus, Czechia, Finland, Estonia, Denmark, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Luxembourg, Lithuania, Poland, Malta, Slovenia, Portugal, Slovakia, Romania, Sweden, Spain |
None |
https://eur-lex.europa.eu/legal-content/DE/TXT/?uri=celex:32019R0631 |
Storage ownership and operation rule
The Clean Economy Act establishes a schedule by which Dominion Energy Virginia and American Electric Power are required to retire electric generating units located in the Commonwealth that emit carbon as a by-product of combusting fuel to generate electricity and by which they are required to construct, acquire, or enter into agreements to purchase generating capacity located in the Commonwealth using energy derived from sunlight or onshore wind.
Dominion Energy Virginia and American Electric Power are required to produce their electricity from 100 percent renewable sources by 2045 and 2050, respectively. A utility that does not meet its targets is required to pay a specific deficiency payment or purchase renewable energy certificates.
Renewable power generation, Electricity generation
None
|
United States of America |
Floating offshore wind power plants |
https://legiscan.com/VA/text/SB851/id/2183373/Virginia-2020-SB851-Chaptered.html |
The Advanced Clean Truck Regulation
The Advanced Clean Truck Regulation is part of a holistic approach to accelerate a large-scale transition of zero-emission medium-and heavy-duty vehicles from Class 2b to Class 8. The regulation has two components including a manufacturer sales requirement, and a reporting requirement:
• Zero-emission truck sales: Manufacturers who certify Class 2b-8 chassis or complete vehicles with combustion engines would be required to sell zero-emission trucks as an increasing percentage of their annual California sales from 2024 to 2035. By 2035, zero-emission truck/chassis sales would need to be 55% of Class 2b – 3 truck sales, 75% of Class 4 – 8 straight truck sales, and 40% of truck tractor sales.
• Company and fleet reporting: Large employers including retailers, manufacturers, brokers and others are required to report information about shipments and shuttle services. Fleet owners, with 50 or more trucks, are required to report about their existing fleet operations. This information will help identify future strategies to ensure that fleets purchase available zero-emission trucks and place them in service where suitable to meet their needs.
Road-Freight, Road
None
|
Canada |
None |
https://ww2.arb.ca.gov/resources/fact-sheets/advanced-clean-trucks-fact-sheet |
Van Fuel Efficiency Policies
EC Regulation 510/2011 sets fuel efficiency targets for new Light Commercial Vehicles (LCV) to be achieved by 2017 and 2020. EC Regulation 661/2009 sets minimum requirements and introduces labelling for the rolling resistance, wet grip and external rolling noise of tyres. The regulation translates a fleet average CO2 tailpipe emissions target for new vehicles sold in the EU market into specific targets for individual manufacturers according to the mass of their fleet. Heavy fines are imposed for non-compliance. The 2020 target is for a fleet average of 147g CO2 /km and represents a reduction of 19% from the 2012 average. Measures include the car and van grants towards ultra-low emission vehicle (ULEV) cars and vans, as well as various tax incentives including lower rates for Vehicle Excise Duty and Company Car Tax. EV infrastructure is directly supported through workplace charging scheme grants for EV chargepoints for employees and fleets, the Electric Vehicle Homecharge Scheme grants towards home EV chargepoints and the On-street Residential Charging Scheme. Highways England have committed £15m to ensure EV chargepoints are available every 20 miles on the Strategic Road Network.
Road- Passenger
None
|
Austria, Belgium, Bulgaria, Croatia, Czechia, Cyprus, Denmark, Estonia, France, Germany, Finland, Greece, Hungary, Ireland, Latvia, Italy, Lithuania, Luxembourg, Malta, Portugal, Poland, Slovakia, Romania, Spain, Slovenia, Sweden |
None |
https://www.eea.europa.eu/policy-documents/regulation-eu-no-510-2011 |