UoS-ECS-Rai/sustainability-policymaking huggingface dataset:
Great attention is paid in the Republic of Azerbaijan to the development of alternative and renewable energy. Increasing the share of alternative and renewable energy sources in the energy balance, sustainable electricity supply to consumers, reducing technical and technological losses by creating generation sources close to consumers, and ensuring the effective management of available resources are among the priorities of reforms in the electricity sector. Important work has been done recently in terms of the effective use of alternative and renewable energy sources and the creation of a modern infrastructure in this area. All this enabled expanding the use of alternative and renewable energy in the economy and social spheres, created all conditions for the implementation of measures related to the production and consumption of such energy. The State Program on the Use of Alternative Energy Sources was adopted in 2004 as a result of the measures taken in this field. State Agency for Alternative and Renewable Energy Sources was established in 2009, and later by the Decree dated February 1, 2013 of the President of the Republic of Azerbaijan the Agency was restructured and Azeralternativenergy Limited Liability Company was established under the Agency in order to improve the management system in the field of alternative and renewable energy in the country. Strategic Plan of the State Agency for Alternative and Renewable Energy Sources of the Republic of Azerbaijan for 2015-2018 was approved by the order dated December 10, 2014 of the State Agency for Alternative and Renewable Energy Sources of the Republic of Azerbaijan. Currently, the Agency has been reorganized and operates as the State Agency for Renewable Energy under the Ministry of Energy.
This Regulation sets out a binding objective of climate neutrality in the Union by 2050 in pursuit of the long-term temperature goal set out in point (a) of Article2(1) of the Paris Agreement, and provides a framework for achieving progress in pursuit of the global adaptation goal established in Article7 of the Paris Agreement. This Regulation also sets out a binding Union target of a net domestic reduction in greenhouse gas emissions for 2030.
Each scenario has different set of policies and strategic measures how to achieve the strategic goals. Developed policies and strategic measures are categorized along five energy pillars and provide answers how to tackle current specific challenges and leverage on new opportunities. In addition, they are also in line with the priorities stipulated from the Energy Law in order to emphasize their relevance and contribution: 1. Energy efficiency: the Strategy maximizes energy savings up to 51.8% of primary and 27.5% of final energy. Historically, a decreasing trend can be noticed in the primary energy consumption with final energy consumption remaining stable. With North Macedonia being a developing country, it is projected that the GDP growth will amount on average 3.3% per annum, positioning North Macedonia in 2040 to neighbouring EU countries' GDP per capita levels of today. With GDP growth being one of the main drivers for future energy demand, maximization of energy efficiency policies is much needed, as they directly impact emission reductions, decrease import dependence, and stimulate domestic economy with local job opportunities. In all three scenarios, North Macedonia will use less resources to cover the same needs, with the decoupling of consumption starting from 2020 but with different rates per scenario. As a first step, it is important to determine the ambition level by setting the national EE targets for 2020 and 2030, where the Strategy results could serve as a good basis. The biggest energy savings can be achieved in primary energy consumption, mostly due to decrease of coal consumption in the Moderate transition and Green scenario. Also, the overall improvement of EE at supply side and continuous reduction of losses in distribution network will additionally alleviate primary energy consumption. As for the final energy consumption, it will increase in the future but with considerably lower rates in the Moderate transition and Green scenario, due to more progressive EE measures. Therefore, it is important to continue the usage of existing EE measures and introduce new ones for household and commercial sector. The Strategy puts additional focus on EE in transport and industry sectors as the biggest contributors in the final energy consumption, especially after 2025. For DH systems, the goal should be to improve the efficiency, especially via systematical reconstructions of distribution network. All planned EE measures need to be monitored so that those which prove to be more impactful on
This policy seeks to align vehicle emissions standards from the UK with those of the EU. It stipulates a limit of 95g CO2/km for new passenger vehicles and 147g CO2/km for vans from 2020, as well as a 15% emissions reduction below a 2021 baseline for both cars and vans, and from 2030, this will increase to a 37.5% reduction below the 2021 baseline.
spect to 1990), and by 84 Mt CO2e, or 51 %, by 2040 (-52 % with respect to 1990). Histori-
cally, transport emissions' share of total emissions shows a rising trend: whereas in 1990
transport's share of total emissions was still a little over 13 %, it rose to 19 % by 2018. In
the projection, this trend is stopped, and the transport sector's share no longer rises. In
2040, it is also at 19 %. That said, it must be noted that, due to the expansion of electromo-
bility, some of the emissions from the transport sector are shifted to the energy industry, be-
cause public electricity generation is accounted for in the latter. Reductions in fugitive emis-
sions from the energy sector are low in absolute terms, but high in relative terms: emissions
reductions of 2 Mt CO2e from 2018 to 2030, and of 3 Mt CO2e by 2040, equate to de-
creases, with respect to 2018, of 21 % in 2030 (-82 % with respect to 1990) and 29 % in
2040 (-84 % with respect to 1990). The relative percentage remains the same, at around
1%. Emissions from industrial processes were the most important of all the non-energy-re-
lated emissions in 1990, accounting for almost 8 % of total emissions. In 2018, industrial
processes' share was still at nearly 8 %; by 2040, it rises to nearly 11 %. Overall, emissions
from industrial processes, with respect to their level in 2018, decrease by 17 Mt CO2e by
2030, or 26 % (-50 % with respect to 1990), and by 20 Mt CO2e, or 31 %, by 2040 (-53%
with respect to 1990). While emissions from agriculture did decrease between 1990 and
2018, their decrease was considerably smaller, and slower, than the decreases seen in all
other sectors. Furthermore, agriculture is the sector with the lowest projected emissions re-
duction: with respect to 2018, by 6 Mt CO2e, or 10 %, by 2030 (-28 % with respect to
1990). After 2018, its emissions remain at a nearly constant level. This implies that agricul-
ture's share of total
4 U.K. In section 128 (discharge of obligation by payment), for subsections (6) and (7) substitute- " (6) Where the Administrator is the Secretary of State- (a) sums received by the Administrator by virtue of this section must be paid into the Consolidated Fund, and (b) an RTF order may make provision for sums to be paid by the Administrator to transport fuel suppliers, or to transport fuel suppliers of a specified description, in accordance with the specified system of allocation. (7) Such an order must contain provision ensuring that the total of the sums so paid by the Administrator does not at any time exceed the total of the sums so received by the Administrator up to that time. (8) Where the Administrator is a person other than the Secretary of State, an RTF order may- (a) require the Administrator to use, to the specified extent, sums received by the Administrator by virtue of this section for the purpose of meeting costs incurred in carrying out the Administrator's functions, or (b) require the Administrator to pay, to the specified extent, sums so received to the Secretary of State. (9) Sums so received which are not dealt with in accordance with provision made under subsection (8) must be paid by the Administrator to transport fuel suppliers, or to transport fuel suppliers of a specified description, in accordance with the specified system of allocation. (10) The Secretary of State must pay sums received by the Secretary of State by virtue of provision made under subsection (8)(b) into the Consolidated Fund. " .
1.3.7. 1.3.12. The joint commitment by both Governments to the All-Island Energy Framework is demonstrated by the strengthening and deepening of all-island cooperation across energy matters. The immediate priority is delivery of the Single Electricity Market in 2007 while continuing to enhance the all- island approach in relation to gas, renewable energy, energy efficiency and energy research. We will jointly review the All-Island Energy Framework in 2007 to take account of the significant progress to date and to set new goals for the period 2008-2013. 1.3.13. Our current legislative programme to underpin energy policy objectives has been successfully completed with the enactment of the Energy (Miscellaneous Provisions) Act 2006, the Electricity Regulation (Amendment) (Single Electricity Market) Act 2007 and the National Oil Reserves Agency Act 2007. Energy Policy goals will continue to be underpinned by primary and secondary legislation including further legislation in relation to EirGrid, restatement of the Electricity and Gas Acts and the timely transposition of EU Directives. 1.3.14. Policy thinking in relation to the Energy Policy Framework has been informed by a range energy modelling and analysis undertaken by Sustainable Energy Ireland. The work, published in a number of key Reports in the latter half of 2006, includes some specific modelling to demonstrate the alternative national scenario in relation to fuel mix 2020. SEI's alternative scenario assumes substantial growth in renewable energy, phasing out of oil firing for electricity and continued use of gas. The development of robust energy scenario modelling and long range energy planning is key to informed energy policy making. National work on this front will complement the IEA work on a global calo IEA Country Review
This Law provides with respect to access orders, i.e. an order of the Magistrate Court to grant access to neighbouring land for a person that requires such access for the purpose of carrying out works on adjoining or adjacent land (dominant land) but does not have the consent to do so. An access order may be made only at certain conditions. Compensation may be had by the person served with a servitude tacite notice.
This document was released in the wake of rising energy prices notably induced by consequences of the COVID-19-induced economic crisis and the invasion of Ukraine. It builds on policies set out in the "ten point plan for a green industrial revolution" and the "net zero strategy". It aims at providing secure, clean and affordable British energy for the long term, by weaning the country off "expensive fossil fuels" and developing "diverse sources of homegrown energy".&nbsp; The strategy: Provides immediate financial support to households and the industry to reduce energy bills sets targets of energy efficiency improvements in the buildings sector aims to "fully utilise" the North Sea fossil fuels reserves, use the empty caverns for CO2 Storage, bring through hydrogen to use as an alternative to natural gas and use&nbsp; offshore expertise to support the offshore wind sector sets enhanced mid-term targets of new renewables capacity, especially offshore wind, and to a lesser extent onshore wind and solar. focus on building new nuclear plants boost hydrogen production, notably to store excess renewable electricity on networks, storage and flexibility: anticipate needs to minimise cost and public disruption, and hyper-flexibility in matching supply and demand to reduce energy waste.
22 (1) The regulations may require such information as may be specified in or determined in accordance with the regulations to be provided to- U.K. (a) the administrator of a trading scheme, (b) a national authority, or (c) participants or potential participants in the scheme, for purposes connected with the scheme. (2) The regulations may confer power on the administrator of a trading scheme to require information to be provided to any of those persons for those purposes. (3) The regulations must provide for a requirement by the administrator to provide information to be notified in writing to the person to whom it is made. (4) If the regulations confer functions on the administrator for the purposes of this paragraph, they may provide for the administrator to delegate the performance of any of those functions. (5) The regulations may provide for information held by or on behalf of the administrator of a trading scheme in connection with the administrator's functions to be disclosed to- (a) any other administrator of the scheme, (b) the administrator of another trading scheme, or (c) a national authority.
These Regulations amend the Merchant Shipping (Port State Control) Regulations 2011 to the effect that the powers in the 2011 Regulations may be exercised in relation to ships to which the International Convention for the Safety of Life at Sea, 1974 (“SOLAS”) applies. These Regulations also amend the Merchant Shipping (Prevention of Pollution from Noxious Liquid Substances in Bulk) Regulations 2018 (S.I. 2018/68) to the effect that the 2018 Regulations apply to ships carrying noxious liquid substances in bulk in “controlled waters” (waters within which the jurisdiction and rights of the United Kingdom are exercisable in accordance with Part XII of the United Nations Convention on the Law of the Sea) and the discharge by ships of noxious liquid substances in bulk causing pollution in those waters.
3. To keep the UK on a pathway to achieving the 2050 target, the Government is obliged to set legally binding, five-year caps on emissions - carbon budgets - twelve years in advance and then to publish a report setting out policies and proposals for meeting that budget and those budgets previously set. 4. The Net Zero Strategy is the means by which we satisfy the requirements of the Act in relation to policies and proposals for meeting the current carbon budgets.³ International emissions targets
to small companies and individual households. Regional and local measures increased infiltration of precipitation, retaining groundwater at levels beneficial to the
The Agricultural Transition Plan 2021-2024 is organised in 4 Parts and 5 Annexes (A to E) and sets out the changes that the government is going to make to agricultural policy in England from 1 January 2021, covering also what these changes will mean for farmers and land managers. Part 1 – Agricultural Transition – provides an overview and timeline of the government commitments, post EU Exit, to achieve a renewed agricultural sector by 2027. The Part outlines how the untargeted Direct payments to farmers (Basic Payment Scheme - BPS) will be gradually reduced and phased out by 2027, and the free up money will be reinvested to support agriculture in different ways through Environmental Land Management schemes. Plan's objective is: by 2028 there will be a renewed agricultural sector, producing healthy food for consumption at home and abroad, where farms can be profitable and economically sustainable without subsidy, and farming and the countryside contributing significantly to environmental goals including addressing climate change.
development of zero emission technology has happened at a higher speed than expected. In order to illustrate the possible impact of a technological shift on greenhouse gas emissions from road transport, The Ministry of Transport and Communictions has developed a dis- ruptive scenario for the emissions from road traffic, where new tech- nologies are introduced at a much faster pace than in the reference sit- uation. According to the disruptive scenario, CO2-emissions from road transport may be reduced to 3.8 million tonnes in 2030, i.e. less than half of the emissions from road transport in the reference situa- tion. The Government is taking a number of steps in order to contribute to a considerable reduction in CO2-emissions from transport. In Nor- way, purchase of zero-emission cars should be more economically favourable than purchase of conventional cars. The Government has established targets for new zero-emission vehicles. All new passenger cars and light vans sold in 2025 shall be zero-emission vehicles. All new urban buses sold in 2025 shall be zero emitters or use biogas. By 2030, all new heavy duty vehicles, 75 per cent of new long distance coaches and 50 per cent of new trucks shall be zero emission vehicles. Furthermore, the distribution of freight in the largest urban centers shall have almost zero emissions by 2030. Improvements in technolog- ical maturity, in a way that zero emission vehicles will be competitive in relation to conventional vehicles, is a precondition for the targets. The Government will introduce a blend-in requirement of 1 per cent sustainable biofuel in aviation from 2019, targeting a 30 per cent blend-in requirement in 2030. In the railway sector, the Government requires that all future public procurement of rolling stock will be zero emission solutions. When acquiring new rolling stock, this require ment will apply according to the availability of zero-emission solutions. An action plan for fossil-free construction sites in the transport sector will also be prepared.
Legend: Industry industry; Transport-traffic; Household - households; Services - services; billion grams CO2 equivalent - CO2 equivalent (Gg) The use of heavy oil fractions as a fuel in industry leads to significant GHG emissions by 2030 compared to other types of fuel, graph 15, and the use of diesel fuel in the processing industry by 2030 makes this sector the largest GHG emitter, graph 16. Graph 15 - Use of energy sources/GHG emissions/Industry
A transition to electric vehicles puts at risk around £35 billion per year of current Government tax receipts. Options exist to address this. Sixth Carbon Budget-The path to Net Zero The Zero Carbon Commission estimate that carbon pricing could raise up to £27 billion per year by 2030, though this could increase costs to households, raising a further need for an equitable redistribution of costs. 138 Recognising this need, the ZCC suggests that some carbon pricing revenue could be redirected towards the most affected households. We set out further considerations on the role of carbon pricing and options for broadening it in our accompanying Policy Report.
The WM projection for the transport sector includes all measures, which were in use in the transport sector to cut down the emissions in the end of 2017. It is assumed that the use of biofuels is increased to at least 13.5 per cent in total of the road transport fuels sold in 2020 (without double-counting) and the growth in transport operations and annual mileages stays at a moderate level (0.5-1.5 per cent per year) (see also Section 4.2.2). The annual fluctuations in emissions from the transport sector are particularly explained by the annual fluctuation in the proportion of biofuels. The proportion of biofuels was at its highest in 2014 and 2015. In 2016, the proportion of biofuels decreased compared to previous years, whereas in 2017 the proportion of biofuels more than doubled compared to 2016. This fluctuation in the proportion of biofuels is a result of the legislation on the distribution obligation that enables front-loaded implementation of the distribution obligation.
In 2021, domestic transport emissions were around 109 MtCO2e making up around 25% of total UK net GHG emissions (including international aviation and shipping). Road transport constitutes the majority of these emissions. Domestic transport emissions have decreased by 11% since 2019 and 15% since 1990, though 2021 emissions were impacted by COVID-19 and resultant restrictions on movement. In line with the sectoral breakdown of the indicative pathway set out in the NZS, compared to 2021 emissions levels, GHG emissions could fall by 2% to 8% on average over 2023-27 27% to 39% by 2030 and 61% to 73% on average over 2033-37. Please see the Carbon Budget Delivery Plan annex for details of our proposals and policies for meeting the carbon budgets.52 International aviation and shipping were significantly impacted by COVID-19 and resultant restrictions on movement. In 2021, international aviation and shipping emissions were around 20 MtCO2e making up around 4% of total UK net GHG emissions (including international aviation and shipping). In 2019, international aviation and shipping emissions were around 44 MtCO2e making up around 9% of total UK net GHG emissions (including international aviation and shipping).
In recent years, Portugal has put in place several policies to increase the use of renewable energy sources, energy efficiency and security of supply, decrease energy import dependency and improve the economic sustainability of the energy system. In particular, the focus on renewable energy allowed to achieve very positive results in terms of increase in domestic energy production and decrease of external energy dependency. Portugal's national energy resources come almost exclusively from renewable energy, mainly biomass, with 51% of domestic production in 2020 and renewable electricity (36%), which is produced essentially by hydro, wind and photovoltaic. Portugal's lack of fossil fuel resources and its relatively low domestic energy production result in a high energy import dependency. The investment on renewable energies and energy efficiency in the 20-year period between 2001 and 2019 has allowed Portugal to lower its energy dependency from 85.6% to 74.2%. Between 2011 and 2020 the average annual growth rate of total Primary Energy Consumption was -0.7%, which compares with -1.0 % in the previous 10year period (2001-2010). Between 2011 and 2020 the average annual growth rate of total Final Energy Consumption was -0.7%, which compares with -0.6% in the previous 10-year period (2001-2010). There is no prospection and production of oil in Portugal, so all crude oil in the country is imported. Furthermore, the recently adopted Portuguese Climate Law, prohibits any new hydrocarbon prospection or exploration permits in the national territory. Portugal has phasedout electricity production through coal in 2020.