Development of the infrastructure of PT is supported by EU Cohesion Fund within the framework of the national Operational Programme “Growth and Employment” (the Specific Objective 4.5.1). The use of PT is promoted by increase of number of environmentally friendly vehicles of PT (trams and buses) and length of tram lines. Thus, more effective urban transport infrastructure will be developed resulting that the flow of passengers will direct from private transport to PT and emissions will be reduced. Investments are made in accordance with cities development plans.

The Jedlik Ányos Plan is the principal policy document for promoting e-mobility. The first version of the plan was published in 2015 and revised in 2019. The plan sets out objectives and measures up to 2030 in the following areas: the detailed design of the market model; recharging infrastructure development; support for electric vehicles; Government and municipal charging station installation and car fleet expansion; decarbonisation of public transport, electric bus and coach development; development of municipal energy production and smart grid solutions; development of national standards for local smart networks; exploiting the cost-cutting potential of charging energy; socialisation of electromobility.

The ecoENERGY for Renewable Power program was launched in April 2007 to encourage the generation of electricity from renewable energy sources such as wind, low-impact hydro, biomass, photovoltaic and geothermal energy. Although no new contribution agreements have been signed after March 31, 2011, projects with contribution agreements receive a one cent per kilowatt-hour (kWh) incentive for eligible production during their first ten years of operation. The program itself ended on March 31, 2021. As of March 31, 2011, 104 projects qualified for funding under the program representing investments of about $1.4 billion over 14 years and almost 4500 megawatts of renewable power capacity.

A subsidy scheme for energy measures (energy saving and renewable energy) for sports facilities, accommodation of sport clubs. This scheme was based on agreements under the Energy Agreement. Sports associations that invest in renewable energy generation and energy saving could obtain a subsidy for up to 30% of their investment costs. The scheme was planned for the period 2016-2020. However, as of 2019 the scheme ceased to exist as separate scheme and has been integrated in a more broad (not energy only) subsidy scheme on building and maintenance of sporting accommodations (BOSA).

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.

A package of measures to reduce barriers to consumers and businesses choosing electric vehicles. This includes extending the exemption on road user charges for electric vehicles (EVs); a nationwide electric vehicle information and promotion campaign; and a contestable fund of up to NZ$7 million per year to encourage and support innovative low-emissions vehicle projects, including public EV charging infrastructure.

In addition to upgrading aging facilities, Japan aim to install 150,000 units of charging infrastructure, including 10,000 quick chargers at service stations (SS) where existing infrastructure can be effectively used, and 30,000 quick chargers for public use, to achieve the same level of convenience as gasoline vehicles by 2030 at the latest. At this time, we will promote the spread of charging infrastructure, deregulation, and other measures to promote optimal placement and business feasibility, as well as the introduction of charging facilities in housing complexes, where their widespread use has been slow. In addition, with regard to refueling infrastructure, in anticipation of the widespread use of fuel cell vehicles, fuel cell buses, and fuel cell trucks, about 1,000 hydrogen stations will be constructed by 2030, taking into account human flow and logistics to achieve optimal locations, and regulatory reform will be undertaken. Development of recharging facilities and hydrogen stations for commercial vehicles such as buses and trucks will be promoted, including recharging and refueling facilities exclusively for business premises. At the same time, will be done on technological development and the standardization of charging and recharging infrastructure equipment.

LTA has launched the Electric Vehicle Common Charger Grant (ECCG) to encourage the installation of shared Electric Vehicle (EV) chargers in non-landed private residences (NLPRs), such as condominiums and private apartments. The ECCG will co-fund installation costs of 2,000 EV chargers at NLPRs, as an early adoption incentive. As NLPRs form a significant proportion of residences in Singapore, improving charger provision and access is an important step towards improving the coverage of Singapore’s national EV charging network. At the 2021 Committee of Supply debates, the Government had announced a target to deploy 60,000 EV charging points by 2030, of which 20,000 will be in private premises such as NLPRs, and 40,000 in public carparks. Applications for the ECCG open from 29 July 2021 and will be assessed on a first-come, first-served basis. The ECCG will be available until 31 December 2023, or until 2,000 chargers have been supported by co-funding, whichever is earlier.

Import and sale of vehicles powered by electric motors has been fully exempted from VAT until January 1, 2022 starting from July 1, 2019.

Development of electric vehicles (EV) charging infrastructure is supported by ERDF within the framework of the national Operational Programme "Growth and Employment", the Specific Objective 4.4.1. As a result single national level EV fast charging infrastructure coverage is ensured which promotes the development of EV market and increase of EVs in road transport.

With regard to the power transmission system, Japan will promote the development of a system that utilizes market functions, the upgrading of grid operations using digital technology, and the formation of necessary facilities. Specifically and first of all, the scope of application of non-firm type connections will be expanded to introduce renewable energy to the maximum extent possible, and the specific method of providing incentives by means of transmission charges, etc. will be studied to induce large-scale demand to the point where it contributes to the improvement of grid congestion. The grid congestion management method should be based on the concept of merit order (priority is given to the order of decreasing marginal cost of power generation). We will solidify the operation policy of the re-dispatch system (grid operators adjust power sources) to be introduced in 2022, and will study the necessary institutional and system aspects so that we can shift to a market-driven system (zone system and nodal system) by the late 2020s or later. Additionally, although this is an initiative that should be considered in tandem with subordinate systems, we will proceed with the development of technologies for next-generation inverters that provide inertia and other functions, as well as their systems, and once we have a clear idea of what needs to be done, we will basically reflect this in grid coding and the opening of markets starting in the 2030s to ensure the necessary and sufficient functions of inertia, etc. In addition, through the demonstration of dynamic rating, which dynamically handles transmission capacity in response to changes in outside temperature, etc., the monitoring and operation technology of transmission and substation facilities will be upgraded

Efforts have been made in recent years to provide electricity for ships in harbours, so they do not have to run engines when docked for lighting etc. Such efforts will be stepped up so that most ships can use electricity by 2025. Efforts will be made to increase the electricity supply and improve the infrastructure for ships in harbours in order to reduce fossil fuel use. The goal is to complete electrical connections which meet the electricity demands of all general ship operations in harbours by 2025.

Provision of financial incentives for the development of RES projects for electricity and heat production. Encouraging the use of RES for electricity and heat production will be implemented at national level.

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.

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.