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800 | implementation | DOM | Dominican Republic | Updated NDC | P_Capacity | Existen desafÃos metodológicos y de recopilación de datos de actividad para estimar las emisiones y absorciones en algunos de los sectores tales como AFOLU, Desechos, EnergÃa e IPPU especÃficamente las categorÃas relacionadas con transporte terrestre, por citar algunos que necesitan apoyo en el fortalecimiento de capacidades. Transporte (evaluación de estaciones de carga para vehÃculos eléctricos a partir de fuentes renovables; evaluación de un parque automotriz a partir de una matriz de vehÃculos hÃbridos y 100 % eléctricos; otros). | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | Existen desafÃos metodológicos y de recopilación de datos de actividad para estimar las emisiones y absorciones en algunos de los sectores tales como AFOLU, Desechos, EnergÃa e IPPU especÃficamente las categorÃas relacionadas con transporte terrestre, por citar algunos que necesitan apoyo en el fortalecimiento de capacidades. Métricas aplicadas: la República Dominicana tiene la intención de utilizar los valores de 100 años del Potencial de Calentamiento Global (GWP por sus siglas en inglés) a partir de la adopción que promueve la Convención a los paÃses No Anexo 1, respecto a los instrumentos más apropiados que se estén actualizando tales como: Cuarto Informe de Evaluación (AR4); el Quinto Informe de Evaluación (AR5) del IPCC o el más reciente, según las circunstancias nacionales, las capacidades para calcular e informar sus totales equivalentes de CO2 en una serie de datos para el paÃs. | There are methodological and activity data collection challenges to estimate emissions and removals in some of the sectors such as AFOLU, Waste, Energy and IPPU specifically the categories related to land transport, to mention some that need support in capacity building. |
801 | investment | DOM | Dominican Republic | Updated NDC | M_Invest | una inversión requerida estimada de USD $ 8,916,950,000.00 expresada de forma condicionada e incondicionada. El paÃs estima una inversión ascendente requerida para adaptación al cambio climático a USD $ 8,715,787,193 expresada en inversiones, sobre todo en los sectores de seguridad hÃdrica, seguridad alimentaria y ciudades resilientes. Mientras que en los demás sectores se refleja una inversión menor y se fundamenta más en robustecer los marcos habilitantes para la implementación de las medidas de adaptación en el periodo 2021-2030 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | Las prioridades se presentan en 37 medidas distribuidas en losContribución Nacionalmente Determinada 2020 - NDC-RD 2020 sectores de seguridad hÃdrica, seguridad alimentaria, salud, ciudades resilientes (infraestructuras, asentamientos humanos), recursos costero- marinos, turismo y ecosistemas, biodiversidad y bosques. El paÃs estima una inversión ascendente requerida para adaptación al cambio climático a USD $ 8,715,787,193 expresada en inversiones, sobre todo en los sectores de seguridad hÃdrica, seguridad alimentaria y ciudades resilientes. Mientras que en los demás sectores se refleja una inversión menor y se fundamenta más en robustecer los marcos habilitantes para la implementación de las medidas de adaptación en el periodo 2021-2030. | The priorities are presented in 37 measures distributed in the Nationally Determined Contribution 2020 - NDC-RD 2020 sectors of health security, food security, health, resilient cities (infrastructure, human settlements), coastal-marine resources, tourism and ecosystems, biodiversity and forests. The country estimates a bottom-up investment required for adaptation to climate change to USD $ 8,715,787,193 expressed in investments, especially in the sectors of health security, food security and resilient cities. |
802 | investment | DOM | Dominican Republic | Updated NDC | M_Invest | una inversión requerida estimada de USD $ 8,916,950,000.00 expresada de forma condicionada e incondicionada. El paÃs estima una inversión ascendente requerida para adaptación al cambio climático a USD $ 8,715,787,193 expresada en inversiones, sobre todo en los sectores de seguridad hÃdrica, seguridad alimentaria y ciudades resilientes. Mientras que en los demás sectores se refleja una inversión menor y se fundamenta más en robustecer los marcos habilitantes para la implementación de las medidas de adaptación en el periodo 2021-2030 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | Aunque tales inversiones conllevan un costo, sus perÃodos de amortización pueden ser relativamente cortos y generar ahorros que las hagan viables económicamente y atractivas. El paÃs estima una inversión ascendente a USD $ 8,715,787,192.7 expresada en inversiones, sobre todo en los sectores de seguridad hÃdrica, seguridad alimentaria y ciudades resilientes. Mientras que en los demás sectores se refleja una inversión menor y se fundamenta más en robustecer los marcos habilitantes para la implementación de las medidas de adaptación en el periodo 2021-2030. Todo esto sobre la base de la equidad de género, en un contexto del desarrollo sostenible y de esfuerzos por erradicar la pobreza lo que conlleva a un aumento de resiliencia climática. | Although such investments involve a cost, their amortization periods can be relatively short and generate savings that make them economically viable and attractive. The country estimates an upward investment of USD $8,715,787,192.7 expressed in investments, especially in the health security, food security and resilient cities sectors. Whereas in these sectors less investment is reflected and is more based on strengthening the enabling frameworks for the implementation of adaptation measures in the period 2021-2030. All this on the basis of gender equity, in a context of sustainable development and efforts to eradicate poverty leading to an increase in climate resilience. |
803 | investment | DOM | Dominican Republic | Updated NDC | M_Invest | una inversión requerida estimada de USD $ 8,916,950,000.00 expresada de forma condicionada e incondicionada. El paÃs estima una inversión ascendente requerida para adaptación al cambio climático a USD $ 8,715,787,193 expresada en inversiones, sobre todo en los sectores de seguridad hÃdrica, seguridad alimentaria y ciudades resilientes. Mientras que en los demás sectores se refleja una inversión menor y se fundamenta más en robustecer los marcos habilitantes para la implementación de las medidas de adaptación en el periodo 2021-2030 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | â Estandarización de las convocatorias para proyectos públicos y privados. Lo anterior, con miras a identificar un portafolio de proyectos que sea compatible con la meta de neutralidad de emisiones de GEI al 2050. El paÃs propone lograr a partir de opciones de mitigación evaluadas y propuestas movilizar una inversión estimada de USD $ 8,916,950,000.00 expresada de forma condicionada e incondicionada. Asimismo, se estima una inversión para la adaptación ascendente a USD $ 8,634,707,651.67 para los sectores de seguridad hÃdrica, seguridad alimentaria y ciudades resilientes. Mientras que en los demás sectores se refleja una inversión menor y se fundamenta más en robustecer los marcos habilitantes para la implementación de las medidas de adaptación en el periodo 2021-2030. | • Standardization of calls for proposals for public and private projects, with a view to identifying a portfolio of projects that is compatible with the GHG emission neutrality target by 2050. The country proposes to mobilize an estimated investment of USD $8,916,950,000.00 on the basis of evaluated mitigation options and proposals, expressed conditionally and unconditionally. Also, an estimated investment for adaptation of up to USD $8,634,707,651.67 is proposed for the health security, food security and resilient cities sectors, whereas in these sectors less investment is reflected and is more based on strengthening the enabling frameworks for the implementation of adaptation measures in the period 2021-2030. |
804 | investment | DOM | Dominican Republic | Updated NDC | M_Project | En el Sector de EnergÃa, según las opciones identificadas y evaluadas, a partir de la asistencia técnica del Banco Mundial, ONU Medio Ambiente, la Agencia Internacional de EnergÃas Renovables (IRENA) y el Banco Interamericano de Desarrollo (BID), se trabajaron los subsectores de generación de electricidad, eficiencia energética y transporte por carretera, donde se necesita movilizar USD$ 4,316,950,000.00, para reducir 5,778.85 GgCO2eq lo que corresponde al 11.33 % de reducción a las emisiones al 2030 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | La República Dominicana, a través de los artÃculos referenciados, mejora y actualiza su NDC con respecto a lo planteado en el Acuerdo de ParÃs, incluido el logro de su objetivo más ambicioso de reducir el 27 % de las emisiones con respecto al escenario BAU 2030, expresando con mejor claridad su ambición en términos de inversiones climáticas para cumplir con el acuerdo global y sus indicadores. En el Sector de EnergÃa, según las opciones identificadas y evaluadas, a partir de la asistencia técnica del Banco Mundial, ONU Medio Ambiente, la Agencia Internacional de EnergÃas Renovables (IRENA) y el Banco Interamericano de Desarrollo (BID), se trabajaron los subsectores de generación de electricidad, eficiencia energética y transporte por carretera, donde se necesita movilizar USD$ 4,316,950,000.00, para reducir 5,778.85 GgCO2eq lo que corresponde al 11.33 % de reducción a las emisiones al 2030. | The Dominican Republic, through the referenced articles, improves and updates its NDC with respect to what is set out in the Paris Agreement, including the achievement of its more ambitious target of reducing 27 % of emissions with respect to the BAU 2030 scenario, expressing more clearly its ambition in terms of climate investments to comply with the global agreement and its indicators. In the Energy Sector, options identified and evaluated, based on technical assistance from the World Bank, UN Environment, the International Renewable Energy Agency (IRENA) and the Inter-American Development Bank (IDB), worked the subsectors of electricity generation, energy efficiency and road transport, where USD$ 4,316,950,000.00 needs to be mobilized, to reduce 5,778.85 GgCO2eq, which corresponds to 11.33 % reduction in emissions by 2030. |
805 | investment | DOM | Dominican Republic | Updated NDC | M_Project | En el Sector de EnergÃa, según las opciones identificadas y evaluadas, a partir de la asistencia técnica del Banco Mundial, ONU Medio Ambiente, la Agencia Internacional de EnergÃas Renovables (IRENA) y el Banco Interamericano de Desarrollo (BID), se trabajaron los subsectores de generación de electricidad, eficiencia energética y transporte por carretera, donde se necesita movilizar USD$ 4,316,950,000.00, para reducir 5,778.85 GgCO2eq lo que corresponde al 11.33 % de reducción a las emisiones al 2030 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | En el Sector de EnergÃa, según las opciones identificadas y evaluadas, a partir de la asistencia técnica del Banco Mundial, ONU Medio Ambiente, la Agencia Internacional de EnergÃas Renovables (IRENA) y el Banco Interamericano de Desarrollo (BID), se trabajaron los subsectores de generación de electricidad, eficiencia energética y transporte por carretera, donde se necesita movilizar USD$ 4,316,950,000.00, para reducir 5,778.85 GgCO2eq lo que corresponde al 11.33 % de reducción a las emisiones al 2030. Adicionalmente para el Sector de EnergÃa, según el âREMAP, IRENA-2016â, con la participación de la Comisión Nacional de EnergÃa, se pronostican escenarios en REMAP con un potencial estimado en parques eólicos de 2,304 MWp y para la instalación de paneles solares en espacios residenciales, de servicios y granjas solares un potencialContribución Nacionalmente Determinada 2020 - NDC-RD 2020 estimado de 1761 MWp en todo el territorio nacional. | In the Energy Sector, the options identified and evaluated, based on technical assistance from the World Bank, UN Environment, the International Renewable Energy Agency (IRENA) and the Inter-American Development Bank (IDB), worked the subsectors of electricity generation, energy efficiency and road transport, where USD$ 4,316,950,000.00 is needed to mobilize, to reduce 5,778.85 GgCO2eq corresponding to 11.33 % reduction in emissions by 2030. In addition to the Energy Sector, the “REMAP, IRENA-2016â€, with the participation of the National Energy Commission, scenarios are forecast in REMAP with an estimated potential in solar parks of 2,304 MWp and for the installation of solar panels in residential spaces, services and solar farms a potentialNationally Determined Contribution 2020 - NDC-RD 2020 estimated of |
806 | benefits | DOM | Dominican Republic | Updated NDC | B_Social | El PAGCC contempla objetivos, acciones e indicadores para nueve sectores priorizados: energÃa + transporte + infraestructura, agricultura y seguridad alimentaria, residuos, forestal, agua, salud, costero marino, turismo y gestión de riesgo. | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | Este Programa promueve la igualdad de género, mediante su inclusión en las decisiones de las cumbres de cambio climático, y en las polÃticas nacionales en materia de cambio climático, con el fin de poder enfrentar de mejor manera los fenómenos climáticos extremos. El PAGCC contempla objetivos, acciones e indicadores para nueve sectores priorizados: energÃa + transporte + infraestructura, agricultura y seguridad alimentaria, residuos, forestal, agua, salud, costero marino, turismo y gestión de riesgo. | This Programme promotes gender equality, through its inclusion in the decisions of climate change summits and in national climate change policies, in order to be better able to deal with extreme climate phenomena. |
807 | benefits | DOM | Dominican Republic | Updated NDC | B_Social | El PAGCC contempla objetivos, acciones e indicadores para nueve sectores priorizados: energÃa + transporte + infraestructura, agricultura y seguridad alimentaria, residuos, forestal, agua, salud, costero marino, turismo y gestión de riesgo. | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | El PAGCC contempla objetivos, acciones e indicadores para nueve sectores priorizados: energÃa + transporte + infraestructura, agricultura y seguridad alimentaria, residuos, forestal, agua, salud, costero marino, turismo y gestión de riesgo. A través del Plan Nacional de Igualdad y Equidad de Género 2020-2030 (PLANEG III) del Ministerio de la Mujer de la República Dominicana, se establece la transversalidad de género, basada en lo que dispone la Constitución de la República, con la finalidad de superar las desigualdades de derechos entre hombres y mujeres y lograr la equidad de género. | The National Plan of Equality and Gender Equality 2020-2030 (PLANEG III) of the Ministry of Women of the Dominican Republic establishes gender mainstreaming, based on the provisions of the Constitution of the Dominican Republic, with the aim of overcoming the inequalities in rights between men and women and achieving gender equality. |
808 | benefits | DOM | Dominican Republic | Updated NDC | B_Econ | Con la publicación del Plan de la República Dominicana para el Desarrollo Económico Compatible con el Cambio Climático (DECCC-2011) se identificó que en caso de implementar los planes de acción de este instrumento de polÃticas públicas en los sectores identificados (energÃa, transporte y forestal), se proporcionarán beneficios de desarrollo, tales como la creación de más de 100,000 nuevos empleos fijos y la generación de un impacto económico de 2 mil millones de dólares por año en forma de ahorros provenientes de un menor consumo de electricidad y combustibles | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | La República Dominicana se ha comprometido con el cumplimiento de los Objetivos de Desarrollo Sostenible de la Agenda 2030, para lo cual ha estado realizando un proceso de vinculación de las metas y objetivos de los ODS y la END a través de distintos mecanismos. e. Transición justa Con la publicación del Plan de la República Dominicana para el Desarrollo Económico Compatible con el Cambio Climático (DECCC-2011) se identificó que en caso de implementar los planes de acción de este instrumento deContribución Nacionalmente Determinada 2020 - NDC-RD 2020 polÃticas públicas en los sectores identificados (energÃa, transporte y forestal), se proporcionarán beneficios de desarrollo, tales como la creación de más de 100,000 nuevos empleos fijos y la generación de un impacto económico de 2 mil millones de dólares por año en forma de ahorros provenientes de un menor consumo de electricidad y combustibles, y en ingresos internacionales de mecanismos tales como REDD+ y MDL, particularmente en el sector forestal. | The Dominican Republic is committed to meeting the Sustainable Development Goals of the 2030 Agenda, for which it has been undertaking a process of linking the goals and objectives of the SDGs and the UNDAF through various mechanisms. e. Fair transition With the publication of the Dominican Republic's Plan for Climate-Friendly Economic Development (DECCC-2011), it was identified that if the action plans of this Nationally Determined Contribution 2020 - NDC-RD 2020 policy instrument are implemented in the identified sectors (energy, transport and forestry), development benefits will be provided, such as the creation of more than 100,000 new permanent jobs and the generation of an economic impact of 2 billion dollars per year in the form of savings from reduced electricity and fuel consumption, and in international revenues from mechanisms such as REDD+ and MDL, particularly in the for |
809 | benefits | DOM | Dominican Republic | Updated NDC | B_Econ | Con la publicación del Plan de la República Dominicana para el Desarrollo Económico Compatible con el Cambio Climático (DECCC-2011) se identificó que en caso de implementar los planes de acción de este instrumento de polÃticas públicas en los sectores identificados (energÃa, transporte y forestal), se proporcionarán beneficios de desarrollo, tales como la creación de más de 100,000 nuevos empleos fijos y la generación de un impacto económico de 2 mil millones de dólares por año en forma de ahorros provenientes de un menor consumo de electricidad y combustibles | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | e. Transición justa Con la publicación del Plan de la República Dominicana para el Desarrollo Económico Compatible con el Cambio Climático (DECCC-2011) se identificó que en caso de implementar los planes de acción de este instrumento deContribución Nacionalmente Determinada 2020 - NDC-RD 2020 polÃticas públicas en los sectores identificados (energÃa, transporte y forestal), se proporcionarán beneficios de desarrollo, tales como la creación de más de 100,000 nuevos empleos fijos y la generación de un impacto económico de 2 mil millones de dólares por año en forma de ahorros provenientes de un menor consumo de electricidad y combustibles, y en ingresos internacionales de mecanismos tales como REDD+ y MDL, particularmente en el sector forestal. El abordaje de esta temática en las mesas de diálogos técnicos sectoriales y otros talleres para el Proceso de Mejora y Actualización de la NDC RD 2020 evidenció las siguientes necesidades: â Se propone la actualización e implementación del Plan DECCC identificando mecanismos para monitorear este incremento en los empleos. | e. Fair Transition With the publication of the Dominican Republic's Plan of Implementation for Climate-Friendly Economic Development (DECCC-2011), it was identified that if the action plans of this instrument of Nationally Determined Contribution 2020 - NDC-RD 2020 were implemented in the identified policy sectors (energy, transport and forestry), development benefits would be provided, such as the creation of more than 100,000 new permanent jobs and the generation of an economic impact of $2 billion per year in the form of savings from reduced electricity and fuel consumption, and in international revenues from mechanisms such as REDD+ and MDL, particularly in the forestry sector. |
810 | benefits | DOM | Dominican Republic | Updated NDC | B_SDG | SDG 11 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | Las medidas de adaptación y/o los planes de diversificación económica, particularmente aquellos que conlleven beneficios secundarios de mitigación. N/A. Ver en Componente 1. de Mitigación, acápite 3.d 7. El modo en que las medidas de adaptación contribuyen a otros marcos y/o convenciones internacionales. Las medidas de adaptación expuestas anteriormente contribuyen en los temas otros marcos internacionales donde la República Dominicana es signataria. Como por ejemplo la Agenda 2030 (ODS) y el Marco de Sendai, Convención de las Naciones Unidas de Lucha contra la Desertificación, RAMSAR, Biodiversidad. Actualmente el Plan de Acción de la NDC 2019-2021 tiene resultados con alto impacto con los ODS 13, 6, 15, 11 y 7. | The adaptation measures and/or plans for economic diversification, particularly those that entail secondary mitigation benefits. N/A. See Component 1. of Mitigation, see 3.d 7. How adaptation measures contribute to other international frameworks and/or conventions. The adaptation measures discussed above contribute to other international frameworks to which the Dominican Republic is a signatory, such as Agenda 2030 (ODS) and the Sendai Framework, United Nations Convention to Combat Desertification, RAMSAR, Biodiversity. Currently, the NDC 2019-2021 Accession Plan has high impact results with ODS 13, 6, 15, 11 and 7. |
811 | benefits | DOM | Dominican Republic | Updated NDC | B_SDG | SDG 11 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | Actualmente el Plan de Acción de la NDC 2019-2021 tiene resultados con alto impacto con los ODS 13, 6, 15, 11 y 7. Asà como todas las acciones de gestión de riesgo responde al Marco de Sendai, y las medidas de seguridad alimentaria a la Convención de las Naciones Unidas de Lucha contra la Desertificación. Componente 3. Medios de Implementación 1. Financiamiento climático La implementación del compromiso climático nacional requiere de mecanismos y herramientas financieras que permitan la movilización de recursos para la inversión identificada. | Currently, the NDC 2019-2021 Access Plan has high impact results with SDGs 13, 6, 15, 11 and 7. As all risk management actions respond to the Sendai Framework, and food security measures to the UN Convention to Combat Desertification. Component 3. Means of Implementation 1. Climate Financing Implementation of the national climate commitment requires financial mechanisms and tools that enable the mobilization of resources for the identified investment. |
812 | benefits | DOM | Dominican Republic | Updated NDC | B_SDG | SDG 11 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | Estas desempeñan un papel clave a la hora de introducir y promover nuevas tecnologÃas, facilitar el comercio internacional y pueden permitir el uso eficiente de los recursos. La innovación y el progreso tecnológico son claves para descubrir soluciones duraderas para los desafÃos económicos y medioambientales. La inversión en investigación y desarrollo es clave en los paÃses menos desarrollados. ODS No. 11 (Ciudades y comunidades sostenibles) Integral (Mitigación/adaptación) La rápida urbanización está dando como resultado un número creciente de habitantes en barrios pobres, infraestructuras y servicios inadecuados y sobrecargados (como la recogida de residuos y los sistemas de agua y saneamiento, carreteras y transporte), lo cual está empeorando la contaminación del aire y el crecimiento urbano incontrolado. ODS No. | They play a key role in introducing and promoting new technologies, facilitating international trade and enabling the efficient use of resources. Innovation and technological progress are key to finding lasting solutions to economic and environmental challenges. Investment in research and development is key in less developed countries. ODS No. 11 (Sustainable Cities and Communities) Integrated (Mitigation/Adjustment) Rapid urbanization is resulting in an increasing number of inhabitants in poor neighbourhoods, inadequate and overburdened infrastructure and services (such as waste collection and water and sanitation systems, roads and transport), which is exacerbating air pollution and uncontrolled urban growth. ODS No. |
813 | benefits | DOM | Dominican Republic | Updated NDC | B_SDG | SDG 11 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | 11 (Ciudades y comunidades sostenibles) Integral (Mitigación/adaptación) La rápida urbanización está dando como resultado un número creciente de habitantes en barrios pobres, infraestructuras y servicios inadecuados y sobrecargados (como la recogida de residuos y los sistemas de agua y saneamiento, carreteras y transporte), lo cual está empeorando la contaminación del aire y el crecimiento urbano incontrolado. ODS No. 12 (Producción y consumo responsable) Integral (Mitigación/adaptación) El consumo y la producción sostenibles consisten en hacer más y mejor con menos. También se trata de desvincular el crecimiento económico de la degradación medioambiental, aumentar la eficiencia de recursos y promover estilos de vida sostenibles. | 11 (Sustainable Cities and Communities) Integrated (Mitigation/Adjustment) Rapid urbanization is resulting in a growing number of inhabitants in poor neighbourhoods, inadequate and overburdened infrastructure and services (such as waste collection and water and sanitation systems, roads and transport), which is exacerbating air pollution and uncontrolled urban growth. |
814 | benefits | DOM | Dominican Republic | Updated NDC | B_SDG | SDG 11 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | TÃtulo de la opción: Nueva lÃnea del teleférico.Contribución Nacionalmente Determinada 2020 - NDC-RD 2020 Objetivo Reducción de GEI en el sector transporte e inversión en una nueva lÃnea de teleférico en tramos de alta demanda de pasajeros. Entidad Responsable (Institución que monitorea, reporta y verifica la opción) Tipo de Instrumento (Meta GEI, Meta No GEI y Marco Habilitante) Estado (En planificación, aprobado, en ejecución) Sector y CategorÃas según (Identificar sector y categorÃas especificas) Gases (GEI) (Gases Directos e Indirectos reportados) Financiamiento estimado (Expresado en USD) INTRANT Reducción de emisiones 1066.17 Gg CO2eq. (A partir de la electricidad aportada por el SENI) Inversiones previstas 11 Km de teleférico. Ejecución Prevista (2025- Sector EnergÃa, CategorÃa: carretero. La opción sustituye combustibles en varias subcategorÃas. | Nationally Determined Contribution 2020 - NDC-RD 2020 Objective Reduction of GHGs in the transport sector and investment in a new telecoms line in segments of high passenger demand Responsible entity (Institution that monitors, reports and verifies the option) Type of instrument (Measure GHG, Target GHG and Enabling Framework) Status (Planned, approved, in emission) Sector and Segment Categories (Identify sector and specific categories) Gases (GHG) (Reported Direct and Indirect Gases) Estimated financing (Expressed in USD) INTRANT Reduction of emissions 1066.17 Gg CO2eq. (Based on electricity supplied by the SENI) Planned investment 11 km of telecoms. |
815 | benefits | DOM | Dominican Republic | Updated NDC | B_SDG | SDG 11 | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/Dominican%20Republic%20First%20NDC%20(Updated%20Submission).pdf | ../data/downloaded_documents/3463850eb35e615577510745e1257b87e4c4c75dc9016ea8635afc9b205d7eb1.pdf | es-ES | La opción sustituye combustibles en varias subcategorÃas. Breve descripción de la opción Inversión en 11 kilómetros para nuevas lÃneas en el sistema de teleférico en Santo Domingo alimentados con energÃa eléctrica para llegar a transporta 72,000 pasajeros por dÃa como promedio de dos viajes diarios en 12 horas de trabajo diario Propuesta de metodologÃas y/o métodos para realizar seguimiento El enfoque metodológico es coherente con las Directrices de 2006 del IPCC para los inventarios nacionales de gases de efecto invernadero. Se debe utilizar el sistema de control de datos de la oficina del metro de Santo Domingo informando el número de viajes por dÃa/pasajeros transportados/km recorrido. Informar a INTRANT como organismo nacional coordinador del transporte terrestre. | The option replaces fuels in several subcategories. Brief description of the option 11 kilometre conversion for new electrically powered lines in the Santo Domingo telephone system to transport 72,000 passengers per day as an average of two daily journeys in 12 hours of daily work Proposed methodologies and/or methods for monitoring The methodological approach is consistent with the 2006 IPCC Guidelines for National Greenhouse Gas Inventories. The Santo Domingo subway office data control system should be used to report the number of journeys per day/passengers transported/km travelled. Inform INTRANT as the national coordinating body for land transport. |
816 | netzero | EEU | European Union | Updated NDC | T_Netzero | In December 2019, the European Council (heads of state or government of the EU Member States, The European Council President and the President of the European Commission) endorsed the objective of achieving a climate-neutral EU by 2050. The Council of the European Union adopted a long-term low greenhouse gas emission development strategy of the EU and its Member States, reflecting this climate neutrality objective and submitted this to the UNFCCC Secretariat. | T_FL | 2050.0 | https://unfccc.int/sites/default/files/NDC/2022-06/EU_NDC_Submission_December%202020.pdf | ../data/downloaded_documents/274e9ec17af9fa6636e383477d48939bdc883b49e89d0a9689413808f9f637c6.pdf | en-US | In December 2019, the European Council (heads of state or government of the EU Member States, the European Council President and the President of the European Commission) endorsed the objective of achieving a climate-neutral EU by 2050, in line with the Paris Agreement1. On 5 March 2020, the Council of the European Union adopted a long-term low greenhouse gas emission development strategy of the EU and its Member States, reflecting this climate neutrality objective and submitted this to the UNFCCC Secretariat.2 4. In July 2020, the European Council agreed that "the exceptional nature of the economic and social situation due to the COVID-19 crisis requires exceptional measures to support the recovery and resilience of the economies of the Member States. | In December 2019, the European Council (heads of state or government of the EU Member States, the European Council President and the President of the European Commission) endorsed the objective of achieving a climate-neutral EU by 2050, in line with the Paris Agreement1. On 5 March 2020, the Council of the European Union adopted a long-term low greenhouse gas emission development strategy of the EU and its Member States, reflecting this climate neutrality objective and submitted this to the UNFCCC Secretariat.2 4. In July 2020, the European Council agreed that "the exceptional nature of the economic and social situation due to the COVID-19 crisis requires exceptional measures to support the recovery and resilience of the economies of the Member States. |
817 | targets | EEU | European Union | Updated NDC | T_Economy_Unc | To reduce at least 55% of domestic GHG emissions by 2030 compared to 1990 levels | T_BYE | 2030 | https://unfccc.int/sites/default/files/NDC/2022-06/EU_NDC_Submission_December%202020.pdf | ../data/downloaded_documents/274e9ec17af9fa6636e383477d48939bdc883b49e89d0a9689413808f9f637c6.pdf | en-US | ________________________Update of the NDC of the European Union and its Member States Annex: Information to facilitate Clarity, Transparency and Understanding ANNEX INFORMATION TO FACILITATE CLARITY, TRANSPARENCY AND UNDERSTANDING OF THE UPDATED NATIONALLY DETERMINED CONTRIBUTION OF THE EUROPEAN UNION AND ITS MEMBER STATES FOR THE TIMEFRAME 2021-2030 Information necessary for clarity, transparency and understanding of the EU NDC Para Guidance provided by CMA 1 ICTU applicable to the EUâs NDC 1 Quantifiable information on the reference point (including, as appropriate, a base year): (a) Reference year(s), base year(s), reference period(s) or other starting point(s); (b) Quantifiable information on the reference indicators, their values in the reference year(s), base year(s), reference period(s) or other starting point(s), and, as applicable, in the target year; Quantification of the reference indicator will be based on national totals reported in the National Inventory Report by the European Union, and may be updated due to methodological improvements to the GHG inventory. (c) For strategies, plans and actions referred to in Article 4, paragraph 6, of the Paris Agreement, or polices and measures as components of nationally determined contributions where paragraph 1(b) above is not applicable, Parties to provide other relevant information; Not applicable (d) Target relative to the reference indicator, expressed numerically, for example in percentage or amount of reduction; Economy-wide net domestic reduction of at least 55% in greenhouse gas emissions by 2030 compared to 1990. | UPDATED NATIONALLY DETERMINED CONTRIBUTION OF THE EUROPEAN UNION AND ITS MEMBER STATES FOR THE TIMEFRAME 2021-2030 Information necessary for clarity, transparency and understanding of the EU NDC Para Guidance provided by CMA 1 ICTU applicable to the EUâs NDC 1 Quantifiable information on the reference point (including, as appropriate, a base year): (a) Reference year(s), base year(s), reference period(s) or other starting point(s); (b) Quantifiable information on the reference indicators, their values in the reference year(s), base year(s), reference period(s) or other starting point(s), and, as applicable, in the target year; Quantification of the reference indicator will be based on national totals reported in the National Inventory Report by the European Union, and may be updated due to methodological improvements to the GHG inventory. (c) For strategies, plans and actions referred to in Article 4, paragraph 6, of the Paris Agreement, or polices and measures as components of nationally determined contributions where paragraph 1(b) above is not applicable, Parties to provide other relevant information; Not applicable (d) Target relative to the reference indicator, expressed numerically, for example in percentage or amount of reduction; Economy-wide net domestic reduction of at least 55% in greenhouse gas emissions by 2030 compared to 1990. |
818 | targets | EEU | European Union | Updated NDC | T_Longterm | In December 2019, the European Council (heads of state or government of the EU Member States, The European Council President and the President of the European Commission) endorsed the objective of achieving a climate-neutral EU by 2050. The Council of the European Union adopted a long-term low greenhouse gas emission development strategy of the EU and its Member States, reflecting this climate neutrality objective and submitted this to the UNFCCC Secretariat. | T_FL | 2050 | https://unfccc.int/sites/default/files/NDC/2022-06/EU_NDC_Submission_December%202020.pdf | ../data/downloaded_documents/274e9ec17af9fa6636e383477d48939bdc883b49e89d0a9689413808f9f637c6.pdf | en-US | In December 2019, the European Council (heads of state or government of the EU Member States, the European Council President and the President of the European Commission) endorsed the objective of achieving a climate-neutral EU by 2050, in line with the Paris Agreement1. On 5 March 2020, the Council of the European Union adopted a long-term low greenhouse gas emission development strategy of the EU and its Member States, reflecting this climate neutrality objective and submitted this to the UNFCCC Secretariat.2 4. In July 2020, the European Council agreed that "the exceptional nature of the economic and social situation due to the COVID-19 crisis requires exceptional measures to support the recovery and resilience of the economies of the Member States. | In December 2019, the European Council (heads of state or government of the EU Member States, the European Council President and the President of the European Commission) endorsed the objective of achieving a climate-neutral EU by 2050, in line with the Paris Agreement1. On 5 March 2020, the Council of the European Union adopted a long-term low greenhouse gas emission development strategy of the EU and its Member States, reflecting this climate neutrality objective and submitted this to the UNFCCC Secretariat.2 4. In July 2020, the European Council agreed that "the exceptional nature of the economic and social situation due to the COVID-19 crisis requires exceptional measures to support the recovery and resilience of the economies of the Member States. |
819 | mitigation | EEU | European Union | Updated NDC | I_Vehicleeff | New, binding targets will reduce CO2 emissions from road transport. CO2 emissions per kilometre from passenger cars sold in the EU must be reduced, on average by 37.5% from 2021 levels by 2030, and new vans on average by 31% from 2021 levels by 2030. | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/EU_NDC_Submission_December%202020.pdf | ../data/downloaded_documents/274e9ec17af9fa6636e383477d48939bdc883b49e89d0a9689413808f9f637c6.pdf | en-US | New, binding targets will reduce CO2 emissions from road transport. CO2 emissions per kilometre from passenger cars sold in the EU must be reduced, on average by 37.5% from 2021 levels by 2030, and new vans on average by 31% from 2021 levels by 2030.11 CO2 emissions per kilometre from new large lorries must be reduced on average by 30% from 2019/2020 reference period levels. | New, binding targets will reduce CO2 emissions from road transport. CO2 emissions per kilometre from passenger cars sold in the EU must be reduced, on average by 37.5% from 2021 levels by 2030, and new vans on average by 31% from 2021 levels by 2030.11 CO2 emissions per kilometre from new large lorries must be reduced on average by 30% from 2019/2020 reference period levels. |
820 | mitigation | EEU | European Union | Updated NDC | I_Vehicleeff | CO2 emissions per kilometre from new large lorries must be reduced on average by 30% from 2019/2020 reference period levels. | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/EU_NDC_Submission_December%202020.pdf | ../data/downloaded_documents/274e9ec17af9fa6636e383477d48939bdc883b49e89d0a9689413808f9f637c6.pdf | en-US | New, binding targets will reduce CO2 emissions from road transport. CO2 emissions per kilometre from passenger cars sold in the EU must be reduced, on average by 37.5% from 2021 levels by 2030, and new vans on average by 31% from 2021 levels by 2030.11 CO2 emissions per kilometre from new large lorries must be reduced on average by 30% from 2019/2020 reference period levels. | New, binding targets will reduce CO2 emissions from road transport. CO2 emissions per kilometre from passenger cars sold in the EU must be reduced, on average by 37.5% from 2021 levels by 2030, and new vans on average by 31% from 2021 levels by 2030.11 CO2 emissions per kilometre from new large lorries must be reduced on average by 30% from 2019/2020 reference period levels. |
821 | mitigation | EEU | European Union | Updated NDC | I_Vehicleeff | CO2 emissions per kilometre from new large lorries must be reduced on average by 30% from 2019/2020 reference period levels. | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/EU_NDC_Submission_December%202020.pdf | ../data/downloaded_documents/274e9ec17af9fa6636e383477d48939bdc883b49e89d0a9689413808f9f637c6.pdf | en-US | CO2 emissions per kilometre from passenger cars sold in the EU must be reduced, on average by 37.5% from 2021 levels by 2030, and new vans on average by 31% from 2021 levels by 2030.11 CO2 emissions per kilometre from new large lorries must be reduced on average by 30% from 2019/2020 reference period levels. As part of a mandated review in 2022, targets may be revised and/or extended to smaller lorries, buses, coaches and trailers.12 7 Regulation (EU) 2018/841 of the European Parliament and of the Council of 30 May 2018 on the inclusion of greenhouse gas emissions and removals from land use, land use change and forestry in the 2030 climate and energy framework, and amending Regulation (EU) No 525/2013 and Decision No 529/2013/EU 8 Directive (EU) 2018/2002 of the European Parliament and of the Council of 11 December 2018 amending Directive 2012/27/EU on energy efficiency 9 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources 10 In 2017, the EU reached a share of 17.52% of renewable energy as per European Commission Renewable Energy Progress 11 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011. | CO2 emissions per kilometre from passenger cars sold in the EU must be reduced, on average by 37.5% from 2021 levels by 2030, and new vans on average by 31% from 2021 levels by 2030.11 CO2 emissions per kilometre from new large lorries must be reduced on average by 30% from 2019/2020 reference period levels. As part of a mandated review in 2022, targets may be revised and/or extended to smaller lorries, buses, coaches and trailers.12 7 Regulation (EU) 2018/841 of the European Parliament and of the Council of 30 May 2018 on the inclusion of greenhouse gas emissions and removals from land use, land use change and forestry in the 2030 climate and energy framework, and amending Regulation (EU) No 525/2013 and Decision No 529/2013/EU 8 Directive (EU) 2018/2002 of the European Parliament and of the Council of 11 December 2018 amending Directive 2012/27/EU on energy efficiency 9 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources 10 In 2017, the EU reached a share of 17.52% of renewable energy as per European Commission Renewable Energy Progress 11 Regulation (EU) 2019/631 of |
822 | mitigation | EEU | European Union | Updated NDC | I_Vehicleeff | As part of a mandated review in 2022, targets may be revised and/or extended to smaller lorries, buses, coaches and trailers. | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/EU_NDC_Submission_December%202020.pdf | ../data/downloaded_documents/274e9ec17af9fa6636e383477d48939bdc883b49e89d0a9689413808f9f637c6.pdf | en-US | CO2 emissions per kilometre from passenger cars sold in the EU must be reduced, on average by 37.5% from 2021 levels by 2030, and new vans on average by 31% from 2021 levels by 2030.11 CO2 emissions per kilometre from new large lorries must be reduced on average by 30% from 2019/2020 reference period levels. As part of a mandated review in 2022, targets may be revised and/or extended to smaller lorries, buses, coaches and trailers.12 7 Regulation (EU) 2018/841 of the European Parliament and of the Council of 30 May 2018 on the inclusion of greenhouse gas emissions and removals from land use, land use change and forestry in the 2030 climate and energy framework, and amending Regulation (EU) No 525/2013 and Decision No 529/2013/EU 8 Directive (EU) 2018/2002 of the European Parliament and of the Council of 11 December 2018 amending Directive 2012/27/EU on energy efficiency 9 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources 10 In 2017, the EU reached a share of 17.52% of renewable energy as per European Commission Renewable Energy Progress 11 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011. | emissions per kilometre from new large lorries must be reduced on average by 30% from 2019/2020 reference period levels. As part of a mandated review in 2022, targets may be revised and/or extended to smaller lorries, buses, coaches and trailers.12 7 Regulation (EU) 2018/841 of the European Parliament and of the Council of 30 May 2018 on the inclusion of greenhouse gas emissions and removals from land use, land use change and forestry in the 2030 climate and energy framework, and amending Regulation (EU) No 525/2013 and Decision No 529/2013/EU 8 Directive (EU) 2018/2002 of the European Parliament and of the Council of 11 December 2018 amending Directive 2012/27/EU on energy efficiency 9 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources 10 In 2017, the EU reached a share of 17.52% of renewable energy as per European Commission Renewable Energy Progress 11 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011. |
823 | mitigation | EEU | European Union | Updated NDC | I_Vehicleeff | As part of a mandated review in 2022, targets may be revised and/or extended to smaller lorries, buses, coaches and trailers. | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/EU_NDC_Submission_December%202020.pdf | ../data/downloaded_documents/274e9ec17af9fa6636e383477d48939bdc883b49e89d0a9689413808f9f637c6.pdf | en-US | As part of a mandated review in 2022, targets may be revised and/or extended to smaller lorries, buses, coaches and trailers.12 7 Regulation (EU) 2018/841 of the European Parliament and of the Council of 30 May 2018 on the inclusion of greenhouse gas emissions and removals from land use, land use change and forestry in the 2030 climate and energy framework, and amending Regulation (EU) No 525/2013 and Decision No 529/2013/EU 8 Directive (EU) 2018/2002 of the European Parliament and of the Council of 11 December 2018 amending Directive 2012/27/EU on energy efficiency 9 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources 10 In 2017, the EU reached a share of 17.52% of renewable energy as per European Commission Renewable Energy Progress 11 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011. 12 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/ECUpdate of the NDC of the European Union and its Member States 22. | inclusion of greenhouse gas emissions and removals from land use, land use change and forestry in the 2030 climate and energy framework, and amending Regulation (EU) No 525/2013 and Decision No 529/2013/EU 8 Directive (EU) 2018/2002 of the European Parliament and of the Council of 11 December 2018 amending Directive 2012/27/EU on energy efficiency 9 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources 10 In 2017, the EU reached a share of 17.52% of renewable energy as per European Commission Renewable Energy Progress 11 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011. 12 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/ECUpdate of the NDC of the European Union and its Member States 22. |
824 | mitigation | EEU | European Union | Updated NDC | A_Emistrad | Emissions from aviation are included in the EU ETS; however, currently, the scope of the EU ETS is limited to flights within the European Economic Area | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/EU_NDC_Submission_December%202020.pdf | ../data/downloaded_documents/274e9ec17af9fa6636e383477d48939bdc883b49e89d0a9689413808f9f637c6.pdf | en-US | Emissions from aviation are currently addressed by EU legislation and will be partially addressed by international measures under ICAO. Emissions from aviation are included in the EU ETS; however, currently, the scope of the EU ETS is limited to flights within the European Economic Area. 19. The EU also adopted a new regulation on greenhouse gas emissions and removals from LULUCF7 that sets a binding commitment for each Member State to ensure that accounted emissions from land use are at a minimum compensated by an equivalent accounted removal of COâ from the atmosphere through action in the sector. 20. Furthermore, ambitious targets for improving energy efficiency and for increasing renewables in the EU energy mix have been agreed. | Emissions from aviation are currently addressed by EU legislation and will be partially addressed by international measures under ICAO. Emissions from aviation are included in the EU ETS; however, currently, the scope of the EU ETS is limited to flights within the European Economic Area. 19. The EU also adopted a new regulation on greenhouse gas emissions and removals from LULUCF7 that sets a binding commitment for each Member State to ensure that accounted emissions from land use are at a minimum compensated by an equivalent accounted removal of COâ from the atmosphere through action in the sector. 20. Furthermore, ambitious targets for improving energy efficiency and for increasing renewables in the EU energy mix have been agreed. |
825 | covid19 | EEU | European Union | Updated NDC | Y_General | In July 2020,the European Council agreed that "the exceptional nature of the economic and social situation due to the COVID-19 crisis requires exceptional measures to support the recovery and resilience of the economies of the Member States. The plan for European recovery will need massive public and private investment at European level to set the Union firmly on the path to a sustainable and resilient recovery, creating jobs and repairing the immediate damage caused by the COVID-19 pandemic whilst supporting the Union's green and digital priorities." | null | null | https://unfccc.int/sites/default/files/NDC/2022-06/EU_NDC_Submission_December%202020.pdf | ../data/downloaded_documents/274e9ec17af9fa6636e383477d48939bdc883b49e89d0a9689413808f9f637c6.pdf | en-US | In July 2020, the European Council agreed that "the exceptional nature of the economic and social situation due to the COVID-19 crisis requires exceptional measures to support the recovery and resilience of the economies of the Member States. The plan for European recovery will need massive public and private investment at European level to set the Union firmly on the path to a sustainable and resilient recovery, creating jobs and repairing the immediate damage caused by the COVID-19 pandemic whilst supporting the Union s green and digital priorities. "3 2 The EU long-term strategy, reflecting the climate neutrality objective is available on the UNFCCC website: NDC of the European Union and its Member States 5. | In July 2020, the European Council agreed that "the exceptional nature of the economic and social situation due to the COVID-19 crisis requires exceptional measures to support the recovery and resilience of the economies of the Member States. The plan for European recovery will need massive public and private investment at European level to set the Union firmly on the path to a sustainable and resilient recovery, creating jobs and repairing the immediate damage caused by the COVID-19 pandemic whilst supporting the Union s green and digital priorities. "3 2 The EU long-term strategy, reflecting the climate neutrality objective is available on the UNFCCC website: NDC of the European Union and its Member States 5. |
826 | netzero | EEU | European Union | LTS | T_Netzero | To achieve net-zero GHG emissions by 2050 through a socially-fair transition in a cost-efficient manner. | T_FL | 2050.0 | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | This could undermine security and prosperity in the broadest sense, damaging economic, food, water and energy systems, and in turn triggering further conflicts and migratory pressures. Overall, failing to take climate action will make it impossible to ensure Europeâs sustainable development and to deliver on the globally agreed UN Sustainable Development Goals. Figure 1. Climate change impacts in Europe 2. A EUROPEAN VISION FOR A MODERN, COMPETITIVE, PROSPEROUS AND CLIMATE NEUTRAL ECONOMY The aim of this long-term strategy is to confirm Europe s commitment to lead in global climate action and to present a vision that can lead to achieving net-zero greenhouse gas emissions by 2050 through a socially-fair transition in a cost-efficient manner. It underlines the opportunities that this transformation offers to European citizens and its economy, whilst identifying challenges ahead. | This could undermine security and prosperity in the broadest sense, damaging economic, food, water and energy systems, and in turn triggering further conflicts and migratory pressures. Overall, failing to take climate action will make it impossible to ensure Europeâs sustainable development and to deliver on the globally agreed UN Sustainable Development Goals. Figure 1. Climate change impacts in Europe 2. A EUROPEAN VISION FOR A MODERN, COMPETITIVE, PROSPEROUS AND CLIMATE NEUTRAL ECONOMY The aim of this long-term strategy is to confirm Europe s commitment to lead in global climate action and to present a vision that can lead to achieving net-zero greenhouse gas emissions by 2050 through a socially-fair transition in a cost-efficient manner. It underlines the opportunities that this transformation offers to European citizens and its economy, whilst identifying challenges ahead. |
827 | targets | EEU | European Union | LTS | T_Economy_Unc | To achieve net-zero GHG emissions by 2050 through a socially-fair transition in a cost-efficient manner. | T_FL | 2050 | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | This could undermine security and prosperity in the broadest sense, damaging economic, food, water and energy systems, and in turn triggering further conflicts and migratory pressures. Overall, failing to take climate action will make it impossible to ensure Europeâs sustainable development and to deliver on the globally agreed UN Sustainable Development Goals. Figure 1. Climate change impacts in Europe 2. A EUROPEAN VISION FOR A MODERN, COMPETITIVE, PROSPEROUS AND CLIMATE NEUTRAL ECONOMY The aim of this long-term strategy is to confirm Europe s commitment to lead in global climate action and to present a vision that can lead to achieving net-zero greenhouse gas emissions by 2050 through a socially-fair transition in a cost-efficient manner. It underlines the opportunities that this transformation offers to European citizens and its economy, whilst identifying challenges ahead. | This could undermine security and prosperity in the broadest sense, damaging economic, food, water and energy systems, and in turn triggering further conflicts and migratory pressures. Overall, failing to take climate action will make it impossible to ensure Europeâs sustainable development and to deliver on the globally agreed UN Sustainable Development Goals. Figure 1. Climate change impacts in Europe 2. A EUROPEAN VISION FOR A MODERN, COMPETITIVE, PROSPEROUS AND CLIMATE NEUTRAL ECONOMY The aim of this long-term strategy is to confirm Europe s commitment to lead in global climate action and to present a vision that can lead to achieving net-zero greenhouse gas emissions by 2050 through a socially-fair transition in a cost-efficient manner. It underlines the opportunities that this transformation offers to European citizens and its economy, whilst identifying challenges ahead. |
828 | mitigation | EEU | European Union | LTS | I_Emobility | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. |
829 | mitigation | EEU | European Union | LTS | I_Autonomous | A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. |
830 | mitigation | EEU | European Union | LTS | I_Emobility | Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. |
831 | mitigation | EEU | European Union | LTS | S_Railfreight | rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. Batteries have so far a low energy density, and for now their high weight makes the technology ill-suited for aviation and long distanceshipping. Also for long-haul trucks and coaches it is currently unclear whether batteries will reach the required cost and performance level, though prospects exist to electrify with catenary lines. Railway remains the most energy efficient solution for carrying freight over medium to long distances. Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. | Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. Batteries have so far a low energy density, and for now their high weight makes the technology ill-suited for aviation and long distanceshipping. Also for long-haul trucks and coaches it is currently unclear whether batteries will reach the required cost and performance level, though prospects exist to electrify with catenary lines. Railway remains the most energy efficient solution for carrying freight over medium to long distances. Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. |
832 | mitigation | EEU | European Union | LTS | S_Railfreight | rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important. In addition, hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. | Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important. In addition, hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. |
833 | mitigation | EEU | European Union | LTS | I_Altfuels | Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important. In addition, hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. | Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important. In addition, hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. |
834 | mitigation | EEU | European Union | LTS | I_Hydrogen | hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important. In addition, hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. | Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important. In addition, hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. |
835 | mitigation | EEU | European Union | LTS | I_LPGCNGLNG | Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important. In addition, hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. | Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important. In addition, hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. |
836 | mitigation | EEU | European Union | LTS | I_Jetfuel | Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important. In addition, hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. | Therefore, rail freight should become more competitive compared to road transport by eliminating operational and technical barriers between national networks and by fostering innovation and efficiency across the board. Until we see emerge new technologies that will allow to electrify more modes than today, alternative fuels will be important. In addition, hydrogen-based technologies (such as electric vehicles and vessels based on fuel cells) may become competitive in the medium to long-term. Liquefied natural gas with high blends of bio-methane could also be a short-term alternative for long-distance haul. Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. |
837 | mitigation | EEU | European Union | LTS | I_Jetfuel | Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. In long distance shipping and heavy-duty vehicles, not only bio-fuels and bio-gas but also e-fuels can have a role provided that they are carbon-free throughout their production chain. E-fuels can be used in conventional vehicle engines, relying on the existing refuelling infrastructure. Further significant steps in research and development are needed in production of decarbonised fuels as well as the vehicle technologies such as batteries fuel cells and hydrogen gas engines. Second, a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. | Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. In long distance shipping and heavy-duty vehicles, not only bio-fuels and bio-gas but also e-fuels can have a role provided that they are carbon-free throughout their production chain. E-fuels can be used in conventional vehicle engines, relying on the existing refuelling infrastructure. Further significant steps in research and development are needed in production of decarbonised fuels as well as the vehicle technologies such as batteries fuel cells and hydrogen gas engines. Second, a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. |
838 | mitigation | EEU | European Union | LTS | I_Altfuels | In long distance shipping and heavy-duty vehicles, not only bio-fuels and bio-gas but also e-fuels can have a role provided that they are carbon-free throughout their production chain. E-fuels can be used in conventional vehicle engines, relying on the existing refuelling infrastructure. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. In long distance shipping and heavy-duty vehicles, not only bio-fuels and bio-gas but also e-fuels can have a role provided that they are carbon-free throughout their production chain. E-fuels can be used in conventional vehicle engines, relying on the existing refuelling infrastructure. Further significant steps in research and development are needed in production of decarbonised fuels as well as the vehicle technologies such as batteries fuel cells and hydrogen gas engines. Second, a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. | Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. In long distance shipping and heavy-duty vehicles, not only bio-fuels and bio-gas but also e-fuels can have a role provided that they are carbon-free throughout their production chain. E-fuels can be used in conventional vehicle engines, relying on the existing refuelling infrastructure. Further significant steps in research and development are needed in production of decarbonised fuels as well as the vehicle technologies such as batteries fuel cells and hydrogen gas engines. Second, a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. |
839 | mitigation | EEU | European Union | LTS | I_Other | a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. In long distance shipping and heavy-duty vehicles, not only bio-fuels and bio-gas but also e-fuels can have a role provided that they are carbon-free throughout their production chain. E-fuels can be used in conventional vehicle engines, relying on the existing refuelling infrastructure. Further significant steps in research and development are needed in production of decarbonised fuels as well as the vehicle technologies such as batteries fuel cells and hydrogen gas engines. Second, a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. | Aviation must see a shift to advanced biofuels and carbon-free e-fuels, with hybridisation and other improvement in aircraft technology having a role in improving efficiency. In long distance shipping and heavy-duty vehicles, not only bio-fuels and bio-gas but also e-fuels can have a role provided that they are carbon-free throughout their production chain. E-fuels can be used in conventional vehicle engines, relying on the existing refuelling infrastructure. Further significant steps in research and development are needed in production of decarbonised fuels as well as the vehicle technologies such as batteries fuel cells and hydrogen gas engines. Second, a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. |
840 | mitigation | EEU | European Union | LTS | I_Other | a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Second, a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. This will allow smart traffic management and increasingly automated mobility in all modes, reducing congestion and increasing occupancy rates. Regional infrastructure and spatial planning should be improved to realise the full benefits of increased use of public transport. Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. | Second, a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. This will allow smart traffic management and increasingly automated mobility in all modes, reducing congestion and increasing occupancy rates. Regional infrastructure and spatial planning should be improved to realise the full benefits of increased use of public transport. Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. |
841 | mitigation | EEU | European Union | LTS | S_Infraimprove | Regional infrastructure and spatial planning should be improved to realise the full benefits of increased use of public transport | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Second, a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. This will allow smart traffic management and increasingly automated mobility in all modes, reducing congestion and increasing occupancy rates. Regional infrastructure and spatial planning should be improved to realise the full benefits of increased use of public transport. Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. | Second, a more efficient organisation of the entire mobility system based on digitalisation, data sharing and interoperable standards is of utmost importance to make mobility cleaner. This will allow smart traffic management and increasingly automated mobility in all modes, reducing congestion and increasing occupancy rates. Regional infrastructure and spatial planning should be improved to realise the full benefits of increased use of public transport. Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. |
842 | mitigation | EEU | European Union | LTS | S_Maas | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. |
843 | mitigation | EEU | European Union | LTS | S_Sharedmob | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. |
844 | mitigation | EEU | European Union | LTS | S_Cycling | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. |
845 | mitigation | EEU | European Union | LTS | S_Walking | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. |
846 | mitigation | EEU | European Union | LTS | A_Complan | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. |
847 | mitigation | EEU | European Union | LTS | I_Education | Behavioural changes by individuals and companies must underpin this evolution. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. | Urban areas and smart cities will be the first centres of innovation in mobility not least because of the predominance of short-distance journeys and air quality considerations. With 75% of our population living in urban areas, city planning, safe cycling and walking paths, clean local public transport, the introduction of new delivery technologies such as drones, and mobility as a service, including the advent of car and bike sharing services, will alter mobility. Combined with the transition to carbon-free transport technologies, reducing air pollution, noise and accidents, this will result in large improvements in the quality of urban living. Behavioural changes by individuals and companies must underpin this evolution. |
848 | mitigation | EEU | European Union | LTS | I_Education | Behavioural changes by individuals and companies must underpin this evolution. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Behavioural changes by individuals and companies must underpin this evolution. For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. | Behavioural changes by individuals and companies must underpin this evolution. For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. |
849 | mitigation | EEU | European Union | LTS | A_Teleworking | For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Behavioural changes by individuals and companies must underpin this evolution. For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. | Behavioural changes by individuals and companies must underpin this evolution. For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. |
850 | mitigation | EEU | European Union | LTS | I_Education | Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Behavioural changes by individuals and companies must underpin this evolution. For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. | Behavioural changes by individuals and companies must underpin this evolution. For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. |
851 | mitigation | EEU | European Union | LTS | A_Economic | Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Behavioural changes by individuals and companies must underpin this evolution. For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. | Behavioural changes by individuals and companies must underpin this evolution. For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. |
852 | mitigation | EEU | European Union | LTS | S_Infraexpansion | The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050 | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Behavioural changes by individuals and companies must underpin this evolution. For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. | Behavioural changes by individuals and companies must underpin this evolution. For long distance travel, developments in digital technologies and video conferencing may well mean that for certain purposes like business travel, preferences will change and demand for travel may be reduced compared to what is expected today. Well-informed travellers and shippers will make better decision, especially when all transport modes are put on an equal footing, including in regulatory and fiscal terms. Internalising the external costs of transport is a prerequisite for making the most efficient choices in terms of technology and transport mode. The transition towards net-zero in 2050 also requires the necessary infrastructure, i.e. the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. |
853 | mitigation | EEU | European Union | LTS | S_Infraimprove | Future investments need to focus on the least polluting modes, promote synergies between transport, digital and electricity networks to enable innovations such as vehicle-to-grid services, and include smart features such as the European Railway Traffic Management System (ERTM) upfront. That would enable for instance high-speed train connections to become a real alternative to aviation for short and medium distance passenger travel within the EU. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. Future investments need to focus on the least polluting modes, promote synergies between transport, digital and electricity networks to enable innovations such as vehicle-to-grid services, and include smart features such as the European Railway Traffic Management System (ERTM) upfront. That would enable for instance high-speed train connections to become a real alternative to aviation for short and medium distance passenger travel within the EU. Europe should remain the champion of multilateralism. | the completion of the Trans-European core network (TEN-T) by 2030 and the comprehensive network by 2050. Future investments need to focus on the least polluting modes, promote synergies between transport, digital and electricity networks to enable innovations such as vehicle-to-grid services, and include smart features such as the European Railway Traffic Management System (ERTM) upfront. That would enable for instance high-speed train connections to become a real alternative to aviation for short and medium distance passenger travel within the EU. Europe should remain the champion of multilateralism. |
854 | mitigation | EEU | European Union | LTS | I_Vehicleimprove | Low and zero emission vehicles with highly efficient alternative powertrains in all modes is the first prong of this approach. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Embrace clean, safe and connected mobility Transport is responsible for around a quarter of greenhouse gas emissions in the EU. All transport modes therefore need to contribute to the decarbonisation of the mobility system. This requires a system-based approach. Low and zero emission vehicles with highly efficient alternative powertrains in all modes is the first prong of this approach. Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. | Embrace clean, safe and connected mobility Transport is responsible for around a quarter of greenhouse gas emissions in the EU. All transport modes therefore need to contribute to the decarbonisation of the mobility system. This requires a system-based approach. Low and zero emission vehicles with highly efficient alternative powertrains in all modes is the first prong of this approach. Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. |
855 | implementation | EEU | European Union | LTS | P_Stakehol | Europe should remain the champion of multilateralism. Given the intrinsically global character of the shipping and aviation sectors, the EU needs to work with global partners to encourage further efforts and build on the progress that has been recently achieved in the International Maritime Organisation (IMO) and the International Civil Aviation Organisation (ICAO) with a view to have them secured, as an essential first step towards the decarbonisation of these sectors. Further efforts will however be necessary. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Europe should remain the champion of multilateralism. Given the intrinsically global character of the shipping and aviation sectors, the EU needs to work with global partners toencourage further efforts and build on the progress that has been recently achieved in the International Maritime Organisation (IMO) and the International Civil Aviation Organisation (ICAO) with a view to have them secured, as an essential first step towards the decarbonisation of these sectors. Further efforts will however be necessary. 4. A competitive EU industry and the circular economy as a key enabler to reduce greenhouse gas emissions The EU industry is already today one of the most efficient globally and this is expected to continue. A competitive resource-efficient and circular economy will need to develop to keep it so. | Europe should remain the champion of multilateralism. Given the intrinsically global character of the shipping and aviation sectors, the EU needs to work with global partners toencourage further efforts and build on the progress that has been recently achieved in the International Maritime Organisation (IMO) and the International Civil Aviation Organisation (ICAO) with a view to have them secured, as an essential first step towards the decarbonisation of these sectors. Further efforts will however be necessary. 4. A competitive EU industry and the circular economy as a key enabler to reduce greenhouse gas emissions The EU industry is already today one of the most efficient globally and this is expected to continue. A competitive resource-efficient and circular economy will need to develop to keep it so. |
856 | benefits | EEU | European Union | LTS | B_Airpollution | A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. |
857 | benefits | EEU | European Union | LTS | B_Safety | A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. |
858 | benefits | EEU | European Union | LTS | B_Health | A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. | null | null | https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN | ../data/downloaded_documents/258b5e20429d69cb61d71c1651dbc76835ad7de4d08a6a8185748b1d01952da9.pdf | en-US | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. | Just as for renewable energy in the previous decade, the automotive industry already today heavily invests in the emergence of zero and low emission vehicle technologies, such as electric vehicles. A combination of decarbonised, decentralised and digitalised power, more efficient and sustainable batteries, highly efficient electric powertrains, connectivity and autonomous driving offers prospects to decarbonise road transport with strong overall benefits including clean air, reduced noise, accident-free traffic, altogether generating major health benefits for citizens and the European economy. Electrification of short sea shipping and inland waterways is also an option, where the power to weight ratio makes it feasible. Based on todayâs knowledge and technologies, electrification using renewables alone will not be the single silver bullet for all transport modes. |
859 | netzero | FJI | Fiji | LTS | T_Netzero | To reach net zero carbon emissions by 2050 across all sectors | T_FL | 2050.0 | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Through this LEDS, Fiji will continue its climate leadership which, to-date, has included serving as the President of the 23rd Conference of the Parties (COP23) of the United Nations Framework Convention on Climate Change (UNFCCC) and the ambitious near-term targets Fiji committed to under its first Nationally Determined Contribution (NDC). As the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy through pathways defined in this LEDS. | Through this LEDS, Fiji will continue its climate leadership which, to-date, has included serving as the President of the 23rd Conference of the Parties (COP23) of the United Nations Framework Convention on Climate Change (UNFCCC) and the ambitious near-term targets Fiji committed to under its first Nationally Determined Contribution (NDC). As the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy through pathways defined in this LEDS. |
860 | netzero | FJI | Fiji | LTS | T_Netzero | To reach net zero carbon emissions by 2050 across all sectors | T_FL | 2050.0 | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | As the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy through pathways defined in this LEDS. To achieve this core objective, the LEDS has elaborated four possible low emission scenarios for Fiji: ⢠A âBusiness-as-Usual (BAU) Unconditional scenario,â which reflects the implementation of existing and official policies, targets, and technologies that are unconditional in the sense that Fiji would implement and finance them without reliance on external or international financing. | As the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy through pathways defined in this LEDS. To achieve this core objective, the LEDS has elaborated four possible low emission scenarios for Fiji: ⢠A âBusiness-as-Usual (BAU) Unconditional scenario,â which reflects the implementation of existing and official policies, targets, and technologies that are unconditional in the sense that Fiji would implement and finance them without reliance on external or international financing. |
861 | netzero | FJI | Fiji | LTS | T_Netzero | To reach net zero carbon emissions by 2050 across all sectors | T_FL | 2050.0 | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Total Net Emissions for Fiji under four LEDS scenarios (all values in metric tonnes CO e). Figure 1. Total Net Emissions for Fiji under the four LEDS scenarios (all values in metric tonnes CO e). âAs the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economyâFIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 I 7 6 I FIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 Each of the emission reduction scenarios detailed for each sector in this LEDS is underpinned by a range of key policies and actions that must be undertaken in each sector to achieve the emission reductions. A non- exhaustive list of prioritised actions, with high-level costing and timeline, linked to the achievement of the LEDS sector scenarios is outlined in Annex A. | Total Net Emissions for Fiji under four LEDS scenarios (all values in metric tonnes CO e). Figure 1. Total Net Emissions for Fiji under the four LEDS scenarios (all values in metric tonnes CO e). âAs the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economyâFIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 I 7 6 I FIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 Each of the emission reduction scenarios detailed for each sector in this LEDS is underpinned by a range of key policies and actions that must be undertaken in each sector to achieve the emission reductions. A non- exhaustive list of prioritised actions, with high-level costing and timeline, linked to the achievement of the LEDS sector scenarios is outlined in Annex A. |
862 | netzero | FJI | Fiji | LTS | T_Netzero | To reach net zero carbon emissions by 2050 across all sectors | T_FL | 2050.0 | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | CCICD convened and chaired a LEDS Steering Committee composed of government ministries and major public utilities representing all relevant sectors in Fiji. CCICD then engaged members of the Steering Committee as well as numerous national and international experts and stakeholders from private sector, academia, and civil society through a participatory process to develop the LEDS (described in section 1.5 below). 1.2 FIJIâS VISION Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy. This is consistent and aligns directly with Fijiâs objective stated above to ensure that net zero emissions is achieved globally by 20503. | CCICD convened and chaired a LEDS Steering Committee composed of government ministries and major public utilities representing all relevant sectors in Fiji. CCICD then engaged members of the Steering Committee as well as numerous national and international experts and stakeholders from private sector, academia, and civil society through a participatory process to develop the LEDS (described in section 1.5 below). 1.2 FIJIâS VISION Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy. This is consistent and aligns directly with Fijiâs objective stated above to ensure that net zero emissions is achieved globally by 20503. |
863 | targets | FJI | Fiji | LTS | T_Economy_Unc | To reach net zero carbon emissions by 2050 across all sectors | T_FL | 2050 | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Through this LEDS, Fiji will continue its climate leadership which, to-date, has included serving as the President of the 23rd Conference of the Parties (COP23) of the United Nations Framework Convention on Climate Change (UNFCCC) and the ambitious near-term targets Fiji committed to under its first Nationally Determined Contribution (NDC). As the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy through pathways defined in this LEDS. | Through this LEDS, Fiji will continue its climate leadership which, to-date, has included serving as the President of the 23rd Conference of the Parties (COP23) of the United Nations Framework Convention on Climate Change (UNFCCC) and the ambitious near-term targets Fiji committed to under its first Nationally Determined Contribution (NDC). As the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy through pathways defined in this LEDS. |
864 | targets | FJI | Fiji | LTS | T_Economy_Unc | To reach net zero carbon emissions by 2050 across all sectors | T_FL | 2050 | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | As the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy through pathways defined in this LEDS. To achieve this core objective, the LEDS has elaborated four possible low emission scenarios for Fiji: ⢠A âBusiness-as-Usual (BAU) Unconditional scenario,â which reflects the implementation of existing and official policies, targets, and technologies that are unconditional in the sense that Fiji would implement and finance them without reliance on external or international financing. | As the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy through pathways defined in this LEDS. To achieve this core objective, the LEDS has elaborated four possible low emission scenarios for Fiji: ⢠A âBusiness-as-Usual (BAU) Unconditional scenario,â which reflects the implementation of existing and official policies, targets, and technologies that are unconditional in the sense that Fiji would implement and finance them without reliance on external or international financing. |
865 | targets | FJI | Fiji | LTS | T_Economy_Unc | To reach net zero carbon emissions by 2050 across all sectors | T_FL | 2050 | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Total Net Emissions for Fiji under four LEDS scenarios (all values in metric tonnes CO e). Figure 1. Total Net Emissions for Fiji under the four LEDS scenarios (all values in metric tonnes CO e). âAs the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economyâFIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 I 7 6 I FIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 Each of the emission reduction scenarios detailed for each sector in this LEDS is underpinned by a range of key policies and actions that must be undertaken in each sector to achieve the emission reductions. A non- exhaustive list of prioritised actions, with high-level costing and timeline, linked to the achievement of the LEDS sector scenarios is outlined in Annex A. | Total Net Emissions for Fiji under four LEDS scenarios (all values in metric tonnes CO e). Figure 1. Total Net Emissions for Fiji under the four LEDS scenarios (all values in metric tonnes CO e). âAs the central goal of this LEDS, Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economyâFIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 I 7 6 I FIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 Each of the emission reduction scenarios detailed for each sector in this LEDS is underpinned by a range of key policies and actions that must be undertaken in each sector to achieve the emission reductions. A non- exhaustive list of prioritised actions, with high-level costing and timeline, linked to the achievement of the LEDS sector scenarios is outlined in Annex A. |
866 | targets | FJI | Fiji | LTS | T_Economy_Unc | To reach net zero carbon emissions by 2050 across all sectors | T_FL | 2050 | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | CCICD convened and chaired a LEDS Steering Committee composed of government ministries and major public utilities representing all relevant sectors in Fiji. CCICD then engaged members of the Steering Committee as well as numerous national and international experts and stakeholders from private sector, academia, and civil society through a participatory process to develop the LEDS (described in section 1.5 below). 1.2 FIJIâS VISION Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy. This is consistent and aligns directly with Fijiâs objective stated above to ensure that net zero emissions is achieved globally by 20503. | CCICD convened and chaired a LEDS Steering Committee composed of government ministries and major public utilities representing all relevant sectors in Fiji. CCICD then engaged members of the Steering Committee as well as numerous national and international experts and stakeholders from private sector, academia, and civil society through a participatory process to develop the LEDS (described in section 1.5 below). 1.2 FIJIâS VISION Fiji aims to reach net zero carbon emissions by 2050 across all sectors of its economy. This is consistent and aligns directly with Fijiâs objective stated above to ensure that net zero emissions is achieved globally by 20503. |
867 | mitigation | FJI | Fiji | LTS | I_Vehiclescrappage | Demonstration Vessels. An integrated series of âproof of conceptâ demonstration low carbon government department vessels at various scales from village to inter-island transport. This will be accompanied by GSS 30-year fleet replacement strategy with addition of low carbon vessels over time. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Domestic maritime data collection, storage, and analysis287 X X X X 3 FBoS, MoIT, FRCS, MSAF From 2019 and ongoing to 2050 4-Stroke Engines. Implementation of a national program of transition from 2-stroke to 4-stroke to electric outboard motors X X X X 0.5 -1 MoIT, MoE, FRCS Short-term Demonstration Vessels. An integrated series of âproof of conceptâ demonstration low carbon government department vessels at various scales from village to inter-island transport. This will be accompanied by GSS 30-year fleet replacement strategy with addition of low carbon vessels over time. X X X X 10 â 100288 GSS, Ministry of Health, Min of Education, MoIT, MSAF, MoE, Police, Navy Short- to medium-term Research, Education, and capacity Building. Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition. | Domestic maritime data collection, storage, and analysis287 X X X X 3 FBoS, MoIT, FRCS, MSAF From 2019 and ongoing to 2050 4-Stroke Engines. Implementation of a national program of transition from 2-stroke to 4-stroke to electric outboard motors X X X X 0.5 -1 MoIT, MoE, FRCS Short-term Demonstration Vessels. An integrated series of âproof of conceptâ demonstration low carbon government department vessels at various scales from village to inter-island transport. This will be accompanied by GSS 30-year fleet replacement strategy with addition of low carbon vessels over time. X X X X 10 â 100288 GSS, Ministry of Health, Min of Education, MoIT, MSAF, MoE, Police, Navy Short- to medium-term Research, Education, and capacity Building. Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition. |
868 | mitigation | FJI | Fiji | LTS | S_PublicTransport | New policies will be needed to promote transport mode shifts, and simultaneously to promote EVs as well as PT and NMT. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | The latter could provide alternatives to scrapping trucks. This will need to be defined prior to 2030 in order for Fiji to achieve zero emissions by 2050 due to the long commercial lifespan of trucks.90 Additional policy measures Fiji would need to consider to achieve these low emission scenarios include: Mode Shift. New policies will be needed to promote transport mode shifts, and simultaneously to promote EVs as well as PT and NMT. From the socio-economic perspective, increased use of PT is seen as economically profitable due to time savings and vehicle operating cost savings. | The latter could provide alternatives to scrapping trucks. This will need to be defined prior to 2030 in order for Fiji to achieve zero emissions by 2050 due to the long commercial lifespan of trucks.90 Additional policy measures Fiji would need to consider to achieve these low emission scenarios include: Mode Shift. New policies will be needed to promote transport mode shifts, and simultaneously to promote EVs as well as PT and NMT. From the socio-economic perspective, increased use of PT is seen as economically profitable due to time savings and vehicle operating cost savings. |
869 | mitigation | FJI | Fiji | LTS | S_Activemobility | New policies will be needed to promote transport mode shifts, and simultaneously to promote EVs as well as PT and NMT. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | The latter could provide alternatives to scrapping trucks. This will need to be defined prior to 2030 in order for Fiji to achieve zero emissions by 2050 due to the long commercial lifespan of trucks.90 Additional policy measures Fiji would need to consider to achieve these low emission scenarios include: Mode Shift. New policies will be needed to promote transport mode shifts, and simultaneously to promote EVs as well as PT and NMT. From the socio-economic perspective, increased use of PT is seen as economically profitable due to time savings and vehicle operating cost savings. | The latter could provide alternatives to scrapping trucks. This will need to be defined prior to 2030 in order for Fiji to achieve zero emissions by 2050 due to the long commercial lifespan of trucks.90 Additional policy measures Fiji would need to consider to achieve these low emission scenarios include: Mode Shift. New policies will be needed to promote transport mode shifts, and simultaneously to promote EVs as well as PT and NMT. From the socio-economic perspective, increased use of PT is seen as economically profitable due to time savings and vehicle operating cost savings. |
870 | mitigation | FJI | Fiji | LTS | S_Cycling | The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | From the socio-economic perspective, increased use of PT is seen as economically profitable due to time savings and vehicle operating cost savings. The increase in the mode share of PT can be achieved with demand management measures which have a very low cost, or with supply measures which can entail high investment costs and/or support subsidies, or a combination of supply and demand measures. Actual costs thus depend on specific policies and strategies for promoting PT. Increased use of NMT is seen as economically profitable due to vehicle operating cost savings. The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. | From the socio-economic perspective, increased use of PT is seen as economically profitable due to time savings and vehicle operating cost savings. The increase in the mode share of PT can be achieved with demand management measures which have a very low cost, or with supply measures which can entail high investment costs and/or support subsidies, or a combination of supply and demand measures. Actual costs thus depend on specific policies and strategies for promoting PT. Increased use of NMT is seen as economically profitable due to vehicle operating cost savings. The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. |
871 | mitigation | FJI | Fiji | LTS | S_Cycling | The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. Again, actual costs depend on the specific policies chosen. Some estimations of costs are given in Annex A. 90To avoid excessive scrapping costs, a regulation establishing vehicle maximum age should be put into place prior to 2030 as then purchasers of vehicles are aware of their commercial lifespan of the vehicle and cannot claim after 20 years a residual value to be paid by the government. | The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. Again, actual costs depend on the specific policies chosen. Some estimations of costs are given in Annex A. 90To avoid excessive scrapping costs, a regulation establishing vehicle maximum age should be put into place prior to 2030 as then purchasers of vehicles are aware of their commercial lifespan of the vehicle and cannot claim after 20 years a residual value to be paid by the government. |
872 | mitigation | FJI | Fiji | LTS | A_TDM | The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | From the socio-economic perspective, increased use of PT is seen as economically profitable due to time savings and vehicle operating cost savings. The increase in the mode share of PT can be achieved with demand management measures which have a very low cost, or with supply measures which can entail high investment costs and/or support subsidies, or a combination of supply and demand measures. Actual costs thus depend on specific policies and strategies for promoting PT. Increased use of NMT is seen as economically profitable due to vehicle operating cost savings. The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. | From the socio-economic perspective, increased use of PT is seen as economically profitable due to time savings and vehicle operating cost savings. The increase in the mode share of PT can be achieved with demand management measures which have a very low cost, or with supply measures which can entail high investment costs and/or support subsidies, or a combination of supply and demand measures. Actual costs thus depend on specific policies and strategies for promoting PT. Increased use of NMT is seen as economically profitable due to vehicle operating cost savings. The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. |
873 | mitigation | FJI | Fiji | LTS | A_TDM | The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. Again, actual costs depend on the specific policies chosen. Some estimations of costs are given in Annex A. 90To avoid excessive scrapping costs, a regulation establishing vehicle maximum age should be put into place prior to 2030 as then purchasers of vehicles are aware of their commercial lifespan of the vehicle and cannot claim after 20 years a residual value to be paid by the government. | The increase in NMT can be achieved with demand management measures (e.g., vehicle-free zones) which have a very low cost and/or with supply measures such as bike lanes and bike sharing facilities. Again, actual costs depend on the specific policies chosen. Some estimations of costs are given in Annex A. 90To avoid excessive scrapping costs, a regulation establishing vehicle maximum age should be put into place prior to 2030 as then purchasers of vehicles are aware of their commercial lifespan of the vehicle and cannot claim after 20 years a residual value to be paid by the government. |
874 | mitigation | FJI | Fiji | LTS | I_RE | Power Supply. As referenced in section 4.1, broad measures to increase investment in renewable energy will be essential for effectively transitioning the land transport sector | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Efficiency Improvements in Vehicles. Efficiency improvements are cost-effective. Public funds would thus be used to set up the structure e.g., regulatory measures for efficient tyres or training facilities for eco-driving combined with making their attendance compulsory to obtain a driving license. Initial funds Power Supply. As referenced in section 4.1, broad measures to increase investment in renewable energy will be essential for effectively transitioning the land transport sector. Peak Power Demand. As mentioned above, DSM is an instrument that can reduce the need for grid upgrades and additional generation capacity. | Efficiency Improvements in Vehicles. Efficiency improvements are cost-effective. Public funds would thus be used to set up the structure e.g., regulatory measures for efficient tyres or training facilities for eco-driving combined with making their attendance compulsory to obtain a driving license. Initial funds Power Supply. As referenced in section 4.1, broad measures to increase investment in renewable energy will be essential for effectively transitioning the land transport sector. Peak Power Demand. As mentioned above, DSM is an instrument that can reduce the need for grid upgrades and additional generation capacity. |
875 | mitigation | FJI | Fiji | LTS | I_Smartcharging | Instruments to achieve this include dynamic tariffs that incentivise customers to charge EVs when optimal, assisted by smart charging applications that can facilitate the choice of customers by allowing them to take advantage of a dynamic tariff. Fiji will also consider new policies to allow for EV owners to support bi-directional V2G capabilities where power can flow from the grid to the vehicle and vice-versa. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | As mentioned above, DSM is an instrument that can reduce the need for grid upgrades and additional generation capacity. It consists largely of optimising the charging time to match power supply and demand basically shifting charging to the night or mid- day (depending on the grid).91 Instruments to achieve this include dynamic tariffs that incentivise customers to charge EVs when optimal, assisted by smart charging applications that can facilitate the choice of customers by allowing them to take advantage of a dynamic tariff. Currently, Fiji only has one fixed tariff, plus a power charge. | As mentioned above, DSM is an instrument that can reduce the need for grid upgrades and additional generation capacity. It consists largely of optimising the charging time to match power supply and demand basically shifting charging to the night or mid- day (depending on the grid).91 Instruments to achieve this include dynamic tariffs that incentivise customers to charge EVs when optimal, assisted by smart charging applications that can facilitate the choice of customers by allowing them to take advantage of a dynamic tariff. Currently, Fiji only has one fixed tariff, plus a power charge. |
876 | mitigation | FJI | Fiji | LTS | I_Emobility | Promoting Adoption of HEVs and EVs | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Currently, Fiji only has one fixed tariff, plus a power charge. Price differentiation between times of the day (depending on the structure of the grid, e.g., if wind power plays an important role, night tariffs would need to be reduced) and also between times of the day for power demand will be required to reduce additional power demand and high peaks. Fiji will also consider new policies to allow for EV owners to support bi-directional V2G capabilities where power can flow from the grid to the vehicle and vice-versa. Promoting Adoption of HEVs and EVs. Promotion of HEVs and EVs will require overcoming their higher costs to consumers and businesses. In part, HEVs (in the short-term) and EVs (in the longer-term) are expected to recover their incremental investment with lower operating costs. | Currently, Fiji only has one fixed tariff, plus a power charge. Price differentiation between times of the day (depending on the structure of the grid, e.g., if wind power plays an important role, night tariffs would need to be reduced) and also between times of the day for power demand will be required to reduce additional power demand and high peaks. Fiji will also consider new policies to allow for EV owners to support bi-directional V2G capabilities where power can flow from the grid to the vehicle and vice-versa. Promoting Adoption of HEVs and EVs. Promotion of HEVs and EVs will require overcoming their higher costs to consumers and businesses. In part, HEVs (in the short-term) and EVs (in the longer-term) are expected to recover their incremental investment with lower operating costs. |
877 | mitigation | FJI | Fiji | LTS | S_PublicTransport | Fiji will consider ways that PT systems can recover investments with user charges and by collecting part of the windfall profit from increased land prices around core routes through taxation e.g., through parking fees and property taxes. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Such funds can be drawn from the national budget, but also international cooperation e.g., from the UN system or bilateral donors (this has been the case in various countries). PT and NMT. Fiji will consider ways that PT systems can recover investments with user charges and by collecting part of the windfall profit from increased land prices around core routes through taxation e.g., through parking fees and property taxes. Public subsidies, of course, can also support PT financing schemes. Fiji will also aim to develop integrated low carbon mobility plans that include PT, last mile connectivity, and NMT to attract international climate financing. | Such funds can be drawn from the national budget, but also international cooperation e.g., from the UN system or bilateral donors (this has been the case in various countries). PT and NMT. Fiji will consider ways that PT systems can recover investments with user charges and by collecting part of the windfall profit from increased land prices around core routes through taxation e.g., through parking fees and property taxes. Public subsidies, of course, can also support PT financing schemes. Fiji will also aim to develop integrated low carbon mobility plans that include PT, last mile connectivity, and NMT to attract international climate financing. |
878 | mitigation | FJI | Fiji | LTS | A_Economic | Fiji will consider ways that PT systems can recover investments with user charges and by collecting part of the windfall profit from increased land prices around core routes through taxation e.g., through parking fees and property taxes. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Such funds can be drawn from the national budget, but also international cooperation e.g., from the UN system or bilateral donors (this has been the case in various countries). PT and NMT. Fiji will consider ways that PT systems can recover investments with user charges and by collecting part of the windfall profit from increased land prices around core routes through taxation e.g., through parking fees and property taxes. Public subsidies, of course, can also support PT financing schemes. Fiji will also aim to develop integrated low carbon mobility plans that include PT, last mile connectivity, and NMT to attract international climate financing. | Such funds can be drawn from the national budget, but also international cooperation e.g., from the UN system or bilateral donors (this has been the case in various countries). PT and NMT. Fiji will consider ways that PT systems can recover investments with user charges and by collecting part of the windfall profit from increased land prices around core routes through taxation e.g., through parking fees and property taxes. Public subsidies, of course, can also support PT financing schemes. Fiji will also aim to develop integrated low carbon mobility plans that include PT, last mile connectivity, and NMT to attract international climate financing. |
879 | mitigation | FJI | Fiji | LTS | I_Freighteff | Promoting More Efficient Trucks. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Fiji will also aim to develop integrated low carbon mobility plans that include PT, last mile connectivity, and NMT to attract international climate financing. To support the investment case, bus use will be promoted and public investments will be made into pedestrian and public transport infrastructure and traffic control measures to improve bus operations and usage. There will also need to be a commitment to better planning and understanding of bus operations. These measures will strengthen the business case and create an enabling environment for investment, thereby supporting bus operators and other stakeholders in making the transition to a low carbon PT system. Promoting More Efficient Trucks. | Fiji will also aim to develop integrated low carbon mobility plans that include PT, last mile connectivity, and NMT to attract international climate financing. To support the investment case, bus use will be promoted and public investments will be made into pedestrian and public transport infrastructure and traffic control measures to improve bus operations and usage. There will also need to be a commitment to better planning and understanding of bus operations. These measures will strengthen the business case and create an enabling environment for investment, thereby supporting bus operators and other stakeholders in making the transition to a low carbon PT system. Promoting More Efficient Trucks. |
880 | mitigation | FJI | Fiji | LTS | I_Freighteff | Promoting More Efficient Trucks. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | These measures will strengthen the business case and create an enabling environment for investment, thereby supporting bus operators and other stakeholders in making the transition to a low carbon PT system. Promoting More Efficient Trucks. To achieve zero emissions in the transport sector in the Very High Ambition Scenario, this LEDS envisions a maximum lifetime of vehicles of 20 years. All vehicles after 2030 would need to be replaced with electric units after reaching 20 years. This will require considerable financial resources in terms of scrappage fees. Efficiency improvement measures have a (low) investment cost and this is recovered through energy savings i.e., measures are profitable and thus do not result in a total cost increase. | These measures will strengthen the business case and create an enabling environment for investment, thereby supporting bus operators and other stakeholders in making the transition to a low carbon PT system. Promoting More Efficient Trucks. To achieve zero emissions in the transport sector in the Very High Ambition Scenario, this LEDS envisions a maximum lifetime of vehicles of 20 years. All vehicles after 2030 would need to be replaced with electric units after reaching 20 years. This will require considerable financial resources in terms of scrappage fees. Efficiency improvement measures have a (low) investment cost and this is recovered through energy savings i.e., measures are profitable and thus do not result in a total cost increase. |
881 | mitigation | FJI | Fiji | LTS | I_Biofuel | Promoting Biofuels | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Efficiency improvement measures have a (low) investment cost and this is recovered through energy savings i.e., measures are profitable and thus do not result in a total cost increase. The cost for promoting more efficient trucks would be in the range of USD 3 million. Promoting Biofuels. Similar policies will be needed to encourage short-term investment in biofuel plants to assist in the transition towards EVs and net zero emission scenarios. Based on the incremental cost of biofuels of around USD 0.20 per litre95 and blending levels of 5% biodiesel and 10% bioethanol, the annual cost would be USD 3 million for this policy (at the specified blending levels). | Efficiency improvement measures have a (low) investment cost and this is recovered through energy savings i.e., measures are profitable and thus do not result in a total cost increase. The cost for promoting more efficient trucks would be in the range of USD 3 million. Promoting Biofuels. Similar policies will be needed to encourage short-term investment in biofuel plants to assist in the transition towards EVs and net zero emission scenarios. Based on the incremental cost of biofuels of around USD 0.20 per litre95 and blending levels of 5% biodiesel and 10% bioethanol, the annual cost would be USD 3 million for this policy (at the specified blending levels). |
882 | mitigation | FJI | Fiji | LTS | I_Shipping | National Action Plan for decarbonisation of maritime transport. Design of a long-term National Action Plan for decarbonisation of the maritime transport sector in Fiji to 2050. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Lower target levels for less ambitious scenarios. Based on incremental cost of biofuels of around USD 0.20 per litre, 5% biodiesel and 10% bioethanol, incremental cost based on price differences in Europe. Action Scenario271 High-Level Costing (USD millions) Main Implementer Implementation Timeframe BAU-U BAU-C HA VHAFIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 I 223 222 I FIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 Domestic Maritime Transport National Action Plan for decarbonisation of maritime transport. Design of a long-term National Action Plan for decarbonisation of the maritime transport sector in Fiji to 2050. X X X 0.2 Ministry of Infrastructure and Transport Short-term Maritime Data Collection and Analysis. Domestic maritime data collection, storage, and analysis287 X X X X 3 FBoS, MoIT, FRCS, MSAF From 2019 and ongoing to 2050 4-Stroke Engines. | Lower target levels for less ambitious scenarios. Based on incremental cost of biofuels of around USD 0.20 per litre, 5% biodiesel and 10% bioethanol, incremental cost based on price differences in Europe. Action Scenario271 High-Level Costing (USD millions) Main Implementer Implementation Timeframe BAU-U BAU-C HA VHAFIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 I 223 222 I FIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 Domestic Maritime Transport National Action Plan for decarbonisation of maritime transport. Design of a long-term National Action Plan for decarbonisation of the maritime transport sector in Fiji to 2050. X X X 0.2 Ministry of Infrastructure and Transport Short-term Maritime Data Collection and Analysis. Domestic maritime data collection, storage, and analysis287 X X X X 3 FBoS, MoIT, FRCS, MSAF From 2019 and ongoing to 2050 4-Stroke Engines. |
883 | mitigation | FJI | Fiji | LTS | I_DataModelling | Maritime Data Collection and Analysis. Domestic maritime data collection, storage, and analysis | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Lower target levels for less ambitious scenarios. Based on incremental cost of biofuels of around USD 0.20 per litre, 5% biodiesel and 10% bioethanol, incremental cost based on price differences in Europe. Action Scenario271 High-Level Costing (USD millions) Main Implementer Implementation Timeframe BAU-U BAU-C HA VHAFIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 I 223 222 I FIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 Domestic Maritime Transport National Action Plan for decarbonisation of maritime transport. Design of a long-term National Action Plan for decarbonisation of the maritime transport sector in Fiji to 2050. X X X 0.2 Ministry of Infrastructure and Transport Short-term Maritime Data Collection and Analysis. Domestic maritime data collection, storage, and analysis287 X X X X 3 FBoS, MoIT, FRCS, MSAF From 2019 and ongoing to 2050 4-Stroke Engines. | Lower target levels for less ambitious scenarios. Based on incremental cost of biofuels of around USD 0.20 per litre, 5% biodiesel and 10% bioethanol, incremental cost based on price differences in Europe. Action Scenario271 High-Level Costing (USD millions) Main Implementer Implementation Timeframe BAU-U BAU-C HA VHAFIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 I 223 222 I FIJI LOW EMISSION DEVELOPMENT STRATEGY 2018-2050 Domestic Maritime Transport National Action Plan for decarbonisation of maritime transport. Design of a long-term National Action Plan for decarbonisation of the maritime transport sector in Fiji to 2050. X X X 0.2 Ministry of Infrastructure and Transport Short-term Maritime Data Collection and Analysis. Domestic maritime data collection, storage, and analysis287 X X X X 3 FBoS, MoIT, FRCS, MSAF From 2019 and ongoing to 2050 4-Stroke Engines. |
884 | mitigation | FJI | Fiji | LTS | I_Shipefficiency | 4-Stroke Engines. Implementation of a national program of transition from 2-stroke to 4-stroke to electric outboard motors | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Domestic maritime data collection, storage, and analysis287 X X X X 3 FBoS, MoIT, FRCS, MSAF From 2019 and ongoing to 2050 4-Stroke Engines. Implementation of a national program of transition from 2-stroke to 4-stroke to electric outboard motors X X X X 0.5 -1 MoIT, MoE, FRCS Short-term Demonstration Vessels. An integrated series of âproof of conceptâ demonstration low carbon government department vessels at various scales from village to inter-island transport. This will be accompanied by GSS 30-year fleet replacement strategy with addition of low carbon vessels over time. X X X X 10 â 100288 GSS, Ministry of Health, Min of Education, MoIT, MSAF, MoE, Police, Navy Short- to medium-term Research, Education, and capacity Building. Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition. | Domestic maritime data collection, storage, and analysis287 X X X X 3 FBoS, MoIT, FRCS, MSAF From 2019 and ongoing to 2050 4-Stroke Engines. Implementation of a national program of transition from 2-stroke to 4-stroke to electric outboard motors X X X X 0.5 -1 MoIT, MoE, FRCS Short-term Demonstration Vessels. An integrated series of âproof of conceptâ demonstration low carbon government department vessels at various scales from village to inter-island transport. This will be accompanied by GSS 30-year fleet replacement strategy with addition of low carbon vessels over time. X X X X 10 â 100288 GSS, Ministry of Health, Min of Education, MoIT, MSAF, MoE, Police, Navy Short- to medium-term Research, Education, and capacity Building. Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition. |
885 | mitigation | FJI | Fiji | LTS | I_Education | Research, Education, and capacity Building. Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Domestic maritime data collection, storage, and analysis287 X X X X 3 FBoS, MoIT, FRCS, MSAF From 2019 and ongoing to 2050 4-Stroke Engines. Implementation of a national program of transition from 2-stroke to 4-stroke to electric outboard motors X X X X 0.5 -1 MoIT, MoE, FRCS Short-term Demonstration Vessels. An integrated series of âproof of conceptâ demonstration low carbon government department vessels at various scales from village to inter-island transport. This will be accompanied by GSS 30-year fleet replacement strategy with addition of low carbon vessels over time. X X X X 10 â 100288 GSS, Ministry of Health, Min of Education, MoIT, MSAF, MoE, Police, Navy Short- to medium-term Research, Education, and capacity Building. Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition. | Domestic maritime data collection, storage, and analysis287 X X X X 3 FBoS, MoIT, FRCS, MSAF From 2019 and ongoing to 2050 4-Stroke Engines. Implementation of a national program of transition from 2-stroke to 4-stroke to electric outboard motors X X X X 0.5 -1 MoIT, MoE, FRCS Short-term Demonstration Vessels. An integrated series of âproof of conceptâ demonstration low carbon government department vessels at various scales from village to inter-island transport. This will be accompanied by GSS 30-year fleet replacement strategy with addition of low carbon vessels over time. X X X X 10 â 100288 GSS, Ministry of Health, Min of Education, MoIT, MSAF, MoE, Police, Navy Short- to medium-term Research, Education, and capacity Building. Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition. |
886 | mitigation | FJI | Fiji | LTS | I_Shipping | Financing modalities for first phase of investments in proven technologies. Identification and development of financing modalities to support private sector uptake of commercial proven measures at scale | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition. X X X X Variable cost USP, SPC, FMA/ FNU, Ministry of Education ongoing Financing modalities for first phase of investments in proven technologies. Identification and development of financing modalities289 to support private sector uptake of commercial proven measures at scale. X X X X 50 -100 MoIT, FRCS, MoE Short- to medium-term Economic Opportunities. Identification of the long-term positive economic opportunities for Fijiâs maritime service delivery industry, tourism industry, manufacturing, and finance sectors from positioning Fiji as the Pacific hub for low carbon maritime transition. X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. | Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition. X X X X Variable cost USP, SPC, FMA/ FNU, Ministry of Education ongoing Financing modalities for first phase of investments in proven technologies. Identification and development of financing modalities289 to support private sector uptake of commercial proven measures at scale. X X X X 50 -100 MoIT, FRCS, MoE Short- to medium-term Economic Opportunities. Identification of the long-term positive economic opportunities for Fijiâs maritime service delivery industry, tourism industry, manufacturing, and finance sectors from positioning Fiji as the Pacific hub for low carbon maritime transition. X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. |
887 | mitigation | FJI | Fiji | LTS | I_Shipping | Economic Opportunities. Identification of the long-term positive economic opportunities for Fijiâs maritime service delivery industry, tourism industry, manufacturing, and finance sectors from positioning Fiji as the Pacific hub for low carbon maritime transition. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition. X X X X Variable cost USP, SPC, FMA/ FNU, Ministry of Education ongoing Financing modalities for first phase of investments in proven technologies. Identification and development of financing modalities289 to support private sector uptake of commercial proven measures at scale. X X X X 50 -100 MoIT, FRCS, MoE Short- to medium-term Economic Opportunities. Identification of the long-term positive economic opportunities for Fijiâs maritime service delivery industry, tourism industry, manufacturing, and finance sectors from positioning Fiji as the Pacific hub for low carbon maritime transition. X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. | Adoption and implementation of a long-term research, education, and capacity building strategy to underpin a successful domestic low carbon maritime transition. X X X X Variable cost USP, SPC, FMA/ FNU, Ministry of Education ongoing Financing modalities for first phase of investments in proven technologies. Identification and development of financing modalities289 to support private sector uptake of commercial proven measures at scale. X X X X 50 -100 MoIT, FRCS, MoE Short- to medium-term Economic Opportunities. Identification of the long-term positive economic opportunities for Fijiâs maritime service delivery industry, tourism industry, manufacturing, and finance sectors from positioning Fiji as the Pacific hub for low carbon maritime transition. X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. |
888 | mitigation | FJI | Fiji | LTS | A_Economic | Policy Incentives. Economic instruments (e.g., tax incentives) to drive transition of all small motors from fossil fuel to sail or RE powered small motors (e.g., electric outboards) | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. Economic instruments (e.g., tax incentives) to drive transition of all small motors from fossil fuel to sail or RE powered small motors (e.g., electric outboards) X X X 0.1 â 0.25 MoE, FRCS Immediate Fuel Efficiency Standards. Vessel imports subject to increasingly stringent efficiency standards and fossil fuel powered vessels increasingly penalized X X X X 0.05-0.15 MITT, MSAF, FRCS Immediate Financing modalities for second phase of investments established to support uptake of new technologies. Vessel financing modality programme established and implemented to support public and private sector uptake of new technologies including wind hybrid, battery hybrid, Wing-in-Ground. X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. | X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. Economic instruments (e.g., tax incentives) to drive transition of all small motors from fossil fuel to sail or RE powered small motors (e.g., electric outboards) X X X 0.1 â 0.25 MoE, FRCS Immediate Fuel Efficiency Standards. Vessel imports subject to increasingly stringent efficiency standards and fossil fuel powered vessels increasingly penalized X X X X 0.05-0.15 MITT, MSAF, FRCS Immediate Financing modalities for second phase of investments established to support uptake of new technologies. Vessel financing modality programme established and implemented to support public and private sector uptake of new technologies including wind hybrid, battery hybrid, Wing-in-Ground. X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. |
889 | mitigation | FJI | Fiji | LTS | I_Shipefficiency | Fuel Efficiency Standards. Vessel imports subject to increasingly stringent efficiency standards and fossil fuel powered vessels increasingly penalized | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. Economic instruments (e.g., tax incentives) to drive transition of all small motors from fossil fuel to sail or RE powered small motors (e.g., electric outboards) X X X 0.1 â 0.25 MoE, FRCS Immediate Fuel Efficiency Standards. Vessel imports subject to increasingly stringent efficiency standards and fossil fuel powered vessels increasingly penalized X X X X 0.05-0.15 MITT, MSAF, FRCS Immediate Financing modalities for second phase of investments established to support uptake of new technologies. Vessel financing modality programme established and implemented to support public and private sector uptake of new technologies including wind hybrid, battery hybrid, Wing-in-Ground. X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. | X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. Economic instruments (e.g., tax incentives) to drive transition of all small motors from fossil fuel to sail or RE powered small motors (e.g., electric outboards) X X X 0.1 â 0.25 MoE, FRCS Immediate Fuel Efficiency Standards. Vessel imports subject to increasingly stringent efficiency standards and fossil fuel powered vessels increasingly penalized X X X X 0.05-0.15 MITT, MSAF, FRCS Immediate Financing modalities for second phase of investments established to support uptake of new technologies. Vessel financing modality programme established and implemented to support public and private sector uptake of new technologies including wind hybrid, battery hybrid, Wing-in-Ground. X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. |
890 | mitigation | FJI | Fiji | LTS | I_Other | Financing modalities for second phase of investments established to support uptake of new technologies. Vessel financing modality programme established and implemented to support public and private sector uptake of new technologies including wind hybrid, battery hybrid, Wing-in-Ground | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. Economic instruments (e.g., tax incentives) to drive transition of all small motors from fossil fuel to sail or RE powered small motors (e.g., electric outboards) X X X 0.1 â 0.25 MoE, FRCS Immediate Fuel Efficiency Standards. Vessel imports subject to increasingly stringent efficiency standards and fossil fuel powered vessels increasingly penalized X X X X 0.05-0.15 MITT, MSAF, FRCS Immediate Financing modalities for second phase of investments established to support uptake of new technologies. Vessel financing modality programme established and implemented to support public and private sector uptake of new technologies including wind hybrid, battery hybrid, Wing-in-Ground. X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. | X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. Economic instruments (e.g., tax incentives) to drive transition of all small motors from fossil fuel to sail or RE powered small motors (e.g., electric outboards) X X X 0.1 â 0.25 MoE, FRCS Immediate Fuel Efficiency Standards. Vessel imports subject to increasingly stringent efficiency standards and fossil fuel powered vessels increasingly penalized X X X X 0.05-0.15 MITT, MSAF, FRCS Immediate Financing modalities for second phase of investments established to support uptake of new technologies. Vessel financing modality programme established and implemented to support public and private sector uptake of new technologies including wind hybrid, battery hybrid, Wing-in-Ground. X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. |
891 | mitigation | FJI | Fiji | LTS | A_Finance | Financing modalities for second phase of investments established to support uptake of new technologies. Vessel financing modality programme established and implemented to support public and private sector uptake of new technologies including wind hybrid, battery hybrid, Wing-in-Ground | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. Economic instruments (e.g., tax incentives) to drive transition of all small motors from fossil fuel to sail or RE powered small motors (e.g., electric outboards) X X X 0.1 â 0.25 MoE, FRCS Immediate Fuel Efficiency Standards. Vessel imports subject to increasingly stringent efficiency standards and fossil fuel powered vessels increasingly penalized X X X X 0.05-0.15 MITT, MSAF, FRCS Immediate Financing modalities for second phase of investments established to support uptake of new technologies. Vessel financing modality programme established and implemented to support public and private sector uptake of new technologies including wind hybrid, battery hybrid, Wing-in-Ground. X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. | X X 0.05 â 0.2 MoIT, MoE Immediate Policy Incentives. Economic instruments (e.g., tax incentives) to drive transition of all small motors from fossil fuel to sail or RE powered small motors (e.g., electric outboards) X X X 0.1 â 0.25 MoE, FRCS Immediate Fuel Efficiency Standards. Vessel imports subject to increasingly stringent efficiency standards and fossil fuel powered vessels increasingly penalized X X X X 0.05-0.15 MITT, MSAF, FRCS Immediate Financing modalities for second phase of investments established to support uptake of new technologies. Vessel financing modality programme established and implemented to support public and private sector uptake of new technologies including wind hybrid, battery hybrid, Wing-in-Ground. X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. |
892 | mitigation | FJI | Fiji | LTS | I_Shipefficiency | Shipping Franchise and Sea Route Licensing. Review of Shipping Franchise and Sea Route licensing in favour of low/zero carbon vessels and operational efficiencies | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. Review of Shipping Franchise and Sea Route licensing in favour of low/zero carbon vessels and operational efficiencies X X X X 0.1-0.15 MoIT Short-term USD 200,000 for set-up and 100,000 per year to 2050. Over 10 years. For example, soft loans, green bonds. Action Scenario271 High-Level Costing (USD millions) Main Implementer Implementation Timeframe BAU-U BAU-C HA VHA Traditional Sailing. Revitalisation of Traditional sailing culture. X X X X 0.5 - 1 Ministry of Culture, Ministry of Education Short-term, ongoing Domestic Air Transport Efficient Aircraft. 40% of domestic fleet activity replaced with efficient aircraft by 2030 and increases to 80% by 2050. X 120 -400290 Fiji Link, Northern Air Medium- to long-term Efficient Aircraft. 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. | X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. Review of Shipping Franchise and Sea Route licensing in favour of low/zero carbon vessels and operational efficiencies X X X X 0.1-0.15 MoIT Short-term USD 200,000 for set-up and 100,000 per year to 2050. Over 10 years. For example, soft loans, green bonds. Action Scenario271 High-Level Costing (USD millions) Main Implementer Implementation Timeframe BAU-U BAU-C HA VHA Traditional Sailing. Revitalisation of Traditional sailing culture. X X X X 0.5 - 1 Ministry of Culture, Ministry of Education Short-term, ongoing Domestic Air Transport Efficient Aircraft. 40% of domestic fleet activity replaced with efficient aircraft by 2030 and increases to 80% by 2050. X 120 -400290 Fiji Link, Northern Air Medium- to long-term Efficient Aircraft. 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. |
893 | mitigation | FJI | Fiji | LTS | I_Shipefficiency | Traditional Sailing. Revitalisation of Traditional sailing culture. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. Review of Shipping Franchise and Sea Route licensing in favour of low/zero carbon vessels and operational efficiencies X X X X 0.1-0.15 MoIT Short-term USD 200,000 for set-up and 100,000 per year to 2050. Over 10 years. For example, soft loans, green bonds. Action Scenario271 High-Level Costing (USD millions) Main Implementer Implementation Timeframe BAU-U BAU-C HA VHA Traditional Sailing. Revitalisation of Traditional sailing culture. X X X X 0.5 - 1 Ministry of Culture, Ministry of Education Short-term, ongoing Domestic Air Transport Efficient Aircraft. 40% of domestic fleet activity replaced with efficient aircraft by 2030 and increases to 80% by 2050. X 120 -400290 Fiji Link, Northern Air Medium- to long-term Efficient Aircraft. 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. | X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. Review of Shipping Franchise and Sea Route licensing in favour of low/zero carbon vessels and operational efficiencies X X X X 0.1-0.15 MoIT Short-term USD 200,000 for set-up and 100,000 per year to 2050. Over 10 years. For example, soft loans, green bonds. Action Scenario271 High-Level Costing (USD millions) Main Implementer Implementation Timeframe BAU-U BAU-C HA VHA Traditional Sailing. Revitalisation of Traditional sailing culture. X X X X 0.5 - 1 Ministry of Culture, Ministry of Education Short-term, ongoing Domestic Air Transport Efficient Aircraft. 40% of domestic fleet activity replaced with efficient aircraft by 2030 and increases to 80% by 2050. X 120 -400290 Fiji Link, Northern Air Medium- to long-term Efficient Aircraft. 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. |
894 | mitigation | FJI | Fiji | LTS | I_Aircraftfleet | Efficient Aircraft. 40% of domestic fleet activity replaced with efficient aircraft by 2030 and increases to 80% by 2050. Efficient Aircraft. 100% domestic fleet replaced with efficient aircraft | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. Review of Shipping Franchise and Sea Route licensing in favour of low/zero carbon vessels and operational efficiencies X X X X 0.1-0.15 MoIT Short-term USD 200,000 for set-up and 100,000 per year to 2050. Over 10 years. For example, soft loans, green bonds. Action Scenario271 High-Level Costing (USD millions) Main Implementer Implementation Timeframe BAU-U BAU-C HA VHA Traditional Sailing. Revitalisation of Traditional sailing culture. X X X X 0.5 - 1 Ministry of Culture, Ministry of Education Short-term, ongoing Domestic Air Transport Efficient Aircraft. 40% of domestic fleet activity replaced with efficient aircraft by 2030 and increases to 80% by 2050. X 120 -400290 Fiji Link, Northern Air Medium- to long-term Efficient Aircraft. 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. | X X X 50-100 MoEcon, MoIT, FRCS Medium- to long-term Shipping Franchise and Sea Route Licensing. Review of Shipping Franchise and Sea Route licensing in favour of low/zero carbon vessels and operational efficiencies X X X X 0.1-0.15 MoIT Short-term USD 200,000 for set-up and 100,000 per year to 2050. Over 10 years. For example, soft loans, green bonds. Action Scenario271 High-Level Costing (USD millions) Main Implementer Implementation Timeframe BAU-U BAU-C HA VHA Traditional Sailing. Revitalisation of Traditional sailing culture. X X X X 0.5 - 1 Ministry of Culture, Ministry of Education Short-term, ongoing Domestic Air Transport Efficient Aircraft. 40% of domestic fleet activity replaced with efficient aircraft by 2030 and increases to 80% by 2050. X 120 -400290 Fiji Link, Northern Air Medium- to long-term Efficient Aircraft. 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. |
895 | mitigation | FJI | Fiji | LTS | I_RE | Off-Grid Airports. All off-grid airports are 100% powered by solar PV | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. All off-grid airports are 100% powered by solar PV X X X X 8-10 Airports Fiji Limited; Civil Aviation Authority of Fiji (CAAF) Short- to medium-term Gate Power. All aircraft at off-grid airports rely on dedicated solar PV systems for auxiliary power while at gate (replacing diesel generators) X X X X 10 Airports Fiji Limited; CAAF Short- to medium-term Biojet Fuel. 20% of flight activity using biojet by 2040 which increases to 40% by 2050. X X Variable costs291 Ministries of Economy, Agriculture, Sugar and Fiji Link, Northern air Medium- to long-term Energy efficiency. Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent X X X X Variable costs Fiji Link, Northern Air and AFL Gradual: short- to medium- term Electric Aircraft. | 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. All off-grid airports are 100% powered by solar PV X X X X 8-10 Airports Fiji Limited; Civil Aviation Authority of Fiji (CAAF) Short- to medium-term Gate Power. All aircraft at off-grid airports rely on dedicated solar PV systems for auxiliary power while at gate (replacing diesel generators) X X X X 10 Airports Fiji Limited; CAAF Short- to medium-term Biojet Fuel. 20% of flight activity using biojet by 2040 which increases to 40% by 2050. X X Variable costs291 Ministries of Economy, Agriculture, Sugar and Fiji Link, Northern air Medium- to long-term Energy efficiency. Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent X X X X Variable costs Fiji Link, Northern Air and AFL Gradual: short- to medium- term Electric Aircraft. |
896 | mitigation | FJI | Fiji | LTS | I_RE | Gate Power. All aircraft at off-grid airports rely on dedicated solar PV systems for auxiliary power while at gate (replacing diesel generators) | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. All off-grid airports are 100% powered by solar PV X X X X 8-10 Airports Fiji Limited; Civil Aviation Authority of Fiji (CAAF) Short- to medium-term Gate Power. All aircraft at off-grid airports rely on dedicated solar PV systems for auxiliary power while at gate (replacing diesel generators) X X X X 10 Airports Fiji Limited; CAAF Short- to medium-term Biojet Fuel. 20% of flight activity using biojet by 2040 which increases to 40% by 2050. X X Variable costs291 Ministries of Economy, Agriculture, Sugar and Fiji Link, Northern air Medium- to long-term Energy efficiency. Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent X X X X Variable costs Fiji Link, Northern Air and AFL Gradual: short- to medium- term Electric Aircraft. | 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. All off-grid airports are 100% powered by solar PV X X X X 8-10 Airports Fiji Limited; Civil Aviation Authority of Fiji (CAAF) Short- to medium-term Gate Power. All aircraft at off-grid airports rely on dedicated solar PV systems for auxiliary power while at gate (replacing diesel generators) X X X X 10 Airports Fiji Limited; CAAF Short- to medium-term Biojet Fuel. 20% of flight activity using biojet by 2040 which increases to 40% by 2050. X X Variable costs291 Ministries of Economy, Agriculture, Sugar and Fiji Link, Northern air Medium- to long-term Energy efficiency. Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent X X X X Variable costs Fiji Link, Northern Air and AFL Gradual: short- to medium- term Electric Aircraft. |
897 | mitigation | FJI | Fiji | LTS | I_Jetfuel | Biojet Fuel. 20% of flight activity using biojet by 2040 which increases to 40% by 2050. | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. All off-grid airports are 100% powered by solar PV X X X X 8-10 Airports Fiji Limited; Civil Aviation Authority of Fiji (CAAF) Short- to medium-term Gate Power. All aircraft at off-grid airports rely on dedicated solar PV systems for auxiliary power while at gate (replacing diesel generators) X X X X 10 Airports Fiji Limited; CAAF Short- to medium-term Biojet Fuel. 20% of flight activity using biojet by 2040 which increases to 40% by 2050. X X Variable costs291 Ministries of Economy, Agriculture, Sugar and Fiji Link, Northern air Medium- to long-term Energy efficiency. Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent X X X X Variable costs Fiji Link, Northern Air and AFL Gradual: short- to medium- term Electric Aircraft. | 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. All off-grid airports are 100% powered by solar PV X X X X 8-10 Airports Fiji Limited; Civil Aviation Authority of Fiji (CAAF) Short- to medium-term Gate Power. All aircraft at off-grid airports rely on dedicated solar PV systems for auxiliary power while at gate (replacing diesel generators) X X X X 10 Airports Fiji Limited; CAAF Short- to medium-term Biojet Fuel. 20% of flight activity using biojet by 2040 which increases to 40% by 2050. X X Variable costs291 Ministries of Economy, Agriculture, Sugar and Fiji Link, Northern air Medium- to long-term Energy efficiency. Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent X X X X Variable costs Fiji Link, Northern Air and AFL Gradual: short- to medium- term Electric Aircraft. |
898 | mitigation | FJI | Fiji | LTS | I_Aviation | Energy efficiency. Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. All off-grid airports are 100% powered by solar PV X X X X 8-10 Airports Fiji Limited; Civil Aviation Authority of Fiji (CAAF) Short- to medium-term Gate Power. All aircraft at off-grid airports rely on dedicated solar PV systems for auxiliary power while at gate (replacing diesel generators) X X X X 10 Airports Fiji Limited; CAAF Short- to medium-term Biojet Fuel. 20% of flight activity using biojet by 2040 which increases to 40% by 2050. X X Variable costs291 Ministries of Economy, Agriculture, Sugar and Fiji Link, Northern air Medium- to long-term Energy efficiency. Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent X X X X Variable costs Fiji Link, Northern Air and AFL Gradual: short- to medium- term Electric Aircraft. | 100% domestic fleet replaced with efficient aircraft X 500-600 Fiji Link, Northern Air Medium- to long-term Off-Grid Airports. All off-grid airports are 100% powered by solar PV X X X X 8-10 Airports Fiji Limited; Civil Aviation Authority of Fiji (CAAF) Short- to medium-term Gate Power. All aircraft at off-grid airports rely on dedicated solar PV systems for auxiliary power while at gate (replacing diesel generators) X X X X 10 Airports Fiji Limited; CAAF Short- to medium-term Biojet Fuel. 20% of flight activity using biojet by 2040 which increases to 40% by 2050. X X Variable costs291 Ministries of Economy, Agriculture, Sugar and Fiji Link, Northern air Medium- to long-term Energy efficiency. Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent X X X X Variable costs Fiji Link, Northern Air and AFL Gradual: short- to medium- term Electric Aircraft. |
899 | mitigation | FJI | Fiji | LTS | I_Emobility | Electric Aircraft. 20% of all passenger activity is via electric planes | null | null | https://unfccc.int/sites/default/files/resource/Fiji_Low%20Emission%20Development%20%20Strategy%202018%20-%202050.pdf | ../data/downloaded_documents/c9781b933bccfcce67eb5eee16928fb315a16d7be179c95df439a1569df2f847.pdf | en-US | Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent X X X X Variable costs Fiji Link, Northern Air and AFL Gradual: short- to medium- term Electric Aircraft. 20% of all passenger activity is via electric planes X Undetermined at the moment Fiji Link, Northern Air Long-term AFOLU Reduced logging emissions in Natural Forests. Decrease emissions from logging in natural forests (forest degradation) by 1%.292 The action can be implemented by training of wood cutters in the field of reduced impact felling techniques in order to reduce felling residuals. X 0.2 Ministry of Forestry Short-term Reduced logging emissions in Natural Forests. Decrease emissions from logging in natural forests (forest degradation) by 10%. This includes training of wood cutters, machine operators and logging planners in the field of resource-saving reduced impact logging (felling and skidding) techniques and by providing advanced skidding equipment. | Improved load factor and aircraft traffic management at all airports, single engine taxiing, continuous descent X X X X Variable costs Fiji Link, Northern Air and AFL Gradual: short- to medium- term Electric Aircraft. 20% of all passenger activity is via electric planes X Undetermined at the moment Fiji Link, Northern Air Long-term AFOLU Reduced logging emissions in Natural Forests. Decrease emissions from logging in natural forests (forest degradation) by 1%.292 The action can be implemented by training of wood cutters in the field of reduced impact felling techniques in order to reduce felling residuals. X 0.2 Ministry of Forestry Short-term Reduced logging emissions in Natural Forests. Decrease emissions from logging in natural forests (forest degradation) by 10%. This includes training of wood cutters, machine operators and logging planners in the field of resource-saving reduced impact logging (felling and skidding) techniques and by providing advanced skidding equipment. |
Subsets and Splits