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Urban Decarbonisation: Experience in the UK Seminar at the Intelligent City Salon Berlin, 15 Juni 2011 Sam Fankhauser Grantham Research Institute and CCCEP London School of Economics Support by the ESRC and the Grantham Foundation is gratefully acknowledged Overview • Britain’s carbon targets • Decarbonising transport • Decarbonising buildings • Decarbonising electric power The 2008 Climate Change Act • Sets legally binding carbon targets • Long-term (2050) target set in the Act • Binding 5-year carbon budgets set 12 years ahead — First three budgets (2008–22) set in 2009 — Fourth budget (2023-27) to be determined later in 2011 • Puts in place an institutional framework for delivery • Independent Committee on Climate Change recommends budgets and reports on progress The mandatory 2050 target Set in the Climate Change Act, as recommended by the CCC Climate Objective • Expected temperature change as little above 2oC as possible Science International Circumstances • Risk of 4 oC at very low levels (e.g. <1%) UK 2050 legislated target 80% reduction in GHG from 1990, all sources 679 Mt CO2e International aviation & international shipping* 42 UK non-CO2 GHGs 94 Other CO2 Industrial CO2 (heat & industrial processes) 109 Residential, public & commercial heat 97 Domestic transport 135 76% cut (= 80% vs. 1990) 159 Mt CO2e Electricity generation * bunker f uels basis 178 2007 emissions 2050 objective Global emissions peak by 2020, halve by 2050 The carbon budgets 2008 - 27 Interim Budget is currently legislated, CCC recommends tightening Source: Committee on Climate Change (2010) Indicative emissions trajectories Different sectors will have different emission reduction paths Source: Committee on Climate Change (2010) The special role of cities Sources of urban greenhouse gas emissions Source: Kennedy et al 2009 Overview • Britain’s carbon targets • Decarbonising transport • Decarbonising buildings • Decarbonising electric power Transport emissions Technological change dominates demand management Key technology targets for 2020 • New car efficiency of 95 gCO2/km − Through a combination of vehicle technologies • 1.7m battery and plug-in hybrid electric cars − 16% of new car sales and 5% of fleet • New van efficiency of 135 gCO2/km • Biofuel penetration of 8% − Mostly for buses, HGVs, some PHEVs − Limited availability of sustainable biofuels A combination of vehicle technologies Emissions intensity of cars – by type and distance Emissions Intensity gCO2/km 125 Fleet average emissions: 81 g/km 80 50 Conventional cars: • 80-125 g/km • 70% of km Plug-in hybrids: 50 g/km 20% of km Pure electrics: • 0 gCO2/km • 10% of miles 0 Distance (km) 70% 100% How different technologies might add up Source: Committee on Climate Change (2010) Encouraging electric car uptake • Price incentives − Government subsidy of £5,000 on new cars − Differentiation in road tax, excise duty, London Congestion Charge • Provide recharging points − London: 1,300 charging points by 2013 − Although experience shows most people charge at home Key behavioural targets • Ecodriving − Train 10% of car / van drivers, all HGV drivers • Enforcing speed limits on motorways • Smarter choices program in all cities and towns – Policies encouraging car sharing, working from home, use of public transport • Introduction of road pricing? – In addition to, not instead of fuel duty Smarter choices • Pilot programme to change travel behaviour – Workplace, school and personal travel plans – Personalised travel planning, travel awareness campaigns, and public transport information – Car clubs and car sharing schemes – Teleworking, teleconferencing and home shopping • Three pilot sustainable travel towns – Darlington, Peterborough and Worcester – £15million over 5 years (2004-09) Smarter choices: Pilot results Key policy levers Improve efficiency of conventional vehicles (e.g. more stringent new car CO2 target-based regulation, complementing fuel duty) Encourage uptake of electric, plug-in hybrid and hydrogen vehicles (e.g. taxes/subsidies on fuel/vehicles or very stringent new vehicle CO2 regulation) Manage additional electricity demand (e.g. Smart meters and time-of-day tariffs) Encourage deployment of hydrogen buses (e.g. regulation, economic instruments) Continue to reduce travel demand (e.g. Smarter Choices, incentives to improve logistics, land use planning) Encourage sustainable biofuels (e.g. Regulation mandating minimum life-cycle emissions saving) Overview • Britain’s carbon targets • Decarbonising transport • Decarbonising buildings • Decarbonising electric power Emissions from buildings Push in energy efficiency and gradual introduction of renewable heat A boost in energy efficiency Targets on insulation, boilers and appliances Budgets 1, 2 and 3 Source: Committee on Climate Change (2010) The role of new heat technologies Renewable sources of heat emerging in the 2020s Source: Committee on Climate Change (2010) Energy efficiency measures • Supplier obligations − Carbon Emission Reduction Target (CERT) • Financial assistance − “Green Deal” (for building efficiency) − Green Investment Bank (for large investments) • Information and technical assistance − Carbon Trust, Energy Savings Trust • Reputation and management incentives − CRC Energy Efficiency Scheme Energy efficiency and fuel poverty Energy efficiency could take 300,000 households out of fuel poverty Targeted energy efficiency Income support (e.g. winter fuel payments) Tariff structure (e.g. block tariffs) Overview • Britain’s carbon targets • Decarbonising transport • Decarbonising buildings • Decarbonising electric power Electric power emissions Electricity generation needs to be all but carbon-free in 20 years Source: Committee on Climate Change (2010) Wholesale replacement of generating assets Many power stations due for replacement in the 2020s anyway Source: CCC (2009, 2010) on shore offshore Has it worked? Emissions are within budget, but mostly due to the recession Source: Committee on Climate Change (2010) Urban Decarbonisation: Experience in the UK Seminar at the Intelligent City Salon Berlin, 15 Juni 2011 Sam Fankhauser Grantham Research Institute and CCCEP London School of Economics Support by the ESRC and the Grantham Foundation is gratefully acknowledged